Electro-pneumatic pressure control module implemented as a component and having an integrated inertial sensor

ABSTRACT

An electro-pneumatic central pressure control module having at least a single channel, and which is implemented as a component for an electro-pneumatic service brake of a vehicle, having at least one pressure control channel which is electrically controllable with regard to a brake pressure. Also described is an electronic control device of the pressure control module having a board carrying electrical and electronic components, at least one inertial sensor being arranged on or at the at least one board and being electrically conductively connected to at least several of the electrical and electronic components on the board, in which an arrangement/apparatus ensures a lower vibration load of the inertial sensor on the board.

FIELD OF THE INVENTION

The invention proceeds from an at least 1-channel electro-pneumaticpressure control module embodied as a functional unit for anelectro-pneumatic service brake installation of a vehicle, having atleast one pressure control channel which is electrically controllable interms of a first service brake pressure.

BACKGROUND INFORMATION

An electro-pneumatic service brake installation of a vehicle isdiscussed in EP 1 122 142 A1 and has a 2-channel pressure control modulefor the rear axle, wherein one channel supplies in each case one wheelbrake of the rear axle with a brake or operating pressure. In contrast,the wheel brake cylinders of the front axle are in each case aerated orvented, respectively, by a dedicated 1-channel pressure control module.These 1-channel pressure control modules moreover have a respectivepurely pneumatic backup circuit so as to, in the event of a failure ofthe electrics, still be able to brake on account of the pressure that issupplied by a foot brake valve. The two 1-channel pressure controlmodules of the front axle and the 2-channel pressure control module ofthe rear axle are actuated by a central electronic brake controlapparatus which is disposed outside the pressure control modules.

Such electro-pneumatic service brake installations in the centralelectronic brake control apparatus often have routines of a drivingdynamics or driving stability control system such as ESC that processsignals of at least one inertia sensor such as an acceleration sensorand/or a yaw rate sensor so as to, based on these signals, actuate thepressure control modules in the context of braking so as to establishdriving stability by the targeted braking of individual wheels. However,in such inertia sensors, oscillations and vibrations which emanate fromswitching procedures of solenoid valves of the pressure control modulescan lead to measurement errors when the oscillations and vibrations aretransmitted as impact sound to the at least one inertia sensor.

A large number of individual components which require numerous electricand pneumatic connections and lines between the individual componentsshould also be avoided in such an electro-pneumatic service brakeinstallation. This leads to a relative high probability of defects, notleast because of the numerous connectors in this instance.

SUMMARY OF THE INVENTION

The present invention is therefore based on an object of refining apressure control module such that an electro-pneumatic service brakeinstallation of a vehicle that has such a pressure control module has asimpler and more robust construction and at the same time a high levelof functional reliability. Furthermore, an electro-pneumatic servicebrake installation of a vehicle having such a pressure control module,and a vehicle having such a service brake installation, are also to bemade available.

This object may be achieved according to the invention by the featuresof the various embodiments as described herein.

Proposed according to first to third aspects of the invention is an atleast 1-channel electro-pneumatic pressure control module, embodied as afunctional unit, for an electro-pneumatic service brake installation ofa vehicle, having at least one first pressure control channel which isable to be electrically controlled in terms of a first service brakepressure, wherein

-   a) for the first pressure control channel, the first service brake    pressure for at least one service brake cylinder of the service    brake installation is generated based on an operating air emanating    from at least one compressed-air reservoir as a function of an    electric brake request signal of an electric channel of a foot brake    valve; and wherein-   b) the first pressure control channel generates the first service    brake pressure in the at least one service brake cylinder on at    least one first axle; and wherein-   c) the pressure control module has at least the following: at least    one reservoir connector for connecting the at least one    compressed-air reservoir; at least one first operating connector of    the first pressure control channel for connecting the at least one    first service brake cylinder on the at least one first axle; at    least one first electric communications port for feeding at least    one signal which represents a first service brake nominal pressure    for the first pressure control channel and which is formed based on    an electric brake request signal of an electric channel of a foot    brake valve of the electro-pneumatic service brake installation; and    at least one first ventilation of the first pressure control    channel; as well as at least one first voltage supply connector for    supplying the pressure control module with an electric voltage; and    wherein-   d) in the pressure control module    -   d1) an electronic control apparatus is integrated, the        electronic control apparatus being configured such that the        electronic control apparatus, as a function of the signal which        is present at the first electric communications port and        represents the first service brake nominal pressure for the        first pressure control channel, generates a first electric        control signal, corresponding to the first nominal service brake        pressure, for a first electro-magnetic valve installation of the        first pressure control channel; and    -   d2) the first electro-magnetic valve installation is integrated,        the first electro-magnetic valve installation, as a function of        the first electric control signal from the reservoir pressure of        the at least one compressed-air reservoir, modulating a first        actual service brake pressure at the first operating connector        of the first pressure control channel; and    -   d3) at least one first pressure sensor is integrated, the first        pressure sensor for a comparison with the first nominal service        brake pressure feeding into the electronic control apparatus a        first pressure measurement signal which represents the measured        first actual service brake pressure into the electronic control        apparatus, wherein the electronic control apparatus is        furthermore configured such that the electronic control        apparatus for the first pressure control channel performs a        reconciliation between the first actual service brake pressure        and the first nominal service brake pressure and, as a function        of this reconciliation, actuates the first electro-magnetic        valve installation in such a manner that the first nominal        service brake pressure is present at the first operating        connector; wherein-   e) the electronic control apparatus has a circuit board which    supports electric and electronic components, wherein routines at    least for the service brake pressure control at least for the first    pressure control channel are implemented in the electric and    electronic components; wherein-   f) at least one inertial sensor is disposed on or at the at least    one circuit board and is connected in an electrically conducting    manner to at least some of the electric and electronic components on    the circuit board such that the output signals of the at least one    inertial sensor are able to be fed into the at least some electric    and electronic components.

The pressure control module therefore represents a functional unit in acommon housing or in individual housings which are flange-fitted to oneanother, having at least the connectors mentioned above. The pressurecontrol module can in particular represent an arbitrary 1-channel ormultiple-channel pressure control module within an electro-pneumaticservice brake installation.

At least one inertial sensor (for example a yaw rate sensor, alongitudinal acceleration sensor, a transverse acceleration sensor), thesensor signals thereof then being utilized as input signals for thedriving dynamics or driving stability control system herein are disposedat or on the circuit board of the electronic control apparatus of thepressure control module that supports electric and electroniccomponents, at least the routines for the brake pressure control beingimplemented in the electronic control apparatus and also the routinesfor the driving dynamics or driving stability control optionally (butnot mandatorily) being potentially implemented in the electronic controlapparatus. On account of the integration of the at least one inertialsensor in the pressure control module, sensor connectors as well as adedicated sensor housing for the at least one inertial sensor can bedispensed with in this instance.

This however then presents the issue that the at least one inertialsensor by vibrations and oscillations which emanate from switchingprocedures of solenoid valves of at least the first electro-pneumaticvalve installation also are transmitted to the circuit board and thusalso to the at least one inertial sensor disposed on the circuit board,the measured signals of the inertial sensor potentially being falsifiedon account thereof.

According to the first aspect of the invention it is provided that

-   g) the pressure control module includes oscillation-decoupling    arrangement/apparatus for at least partially decoupling the at least    one inertial sensor from oscillations or impact sound to which the    circuit board or components of the pressure control module is/are    exposed during operation, and the oscillation-decoupling    arrangement/apparatus comprise a decoupling portion of a circuit    board body of the circuit board on which the at least one initial    sensor is held or disposed, wherein the decoupling portion by at    least one clearance that partially or completely penetrates the    circuit board body of the circuit board is separated from a    remainder of the circuit board body of the circuit board with the    exception of at least one circuit board bridge portion which    connects, in particular in the manner of a bridge, the decoupling    portion to the remainder of the circuit board body, wherein at least    one electric connection between the at least one inertial sensor and    the electric and electronic components on the remainder of the    circuit board body is routed along the circuit board bridge portion,    the electric connection directing the output signals of the at least    one inertial sensor to the electric and electronic components.

The pressure control module includes in particularoscillation-decoupling arrangement/apparatus which indeed electricallyconnect the at least one inertial sensor to the circuit board butdecouple the latter from oscillations or impact sound to which thecircle board is exposed in the operation of the pressure control module.Such undesirable oscillations are generated above all by the switchingimpacts of armatures of solenoid valves that move back and forth at ahigh frequency, for example, the solenoid valves being integrated in thepressure control module. The oscillation-decouplingarrangement/apparatus in this instance include resilient or “soft”elements such as the at least one circuit board bridge portion which onthe decoupling portion decouple the impact sound by virtue of therelatively high excitation frequencies of the solenoid valves from theat least one inertial sensor.

The oscillation-decoupling arrangement may comprise a decoupling portionof a circuit board body of the circuit board on which the at least

According to a refinement of the first aspect, the at least oneclearance includes at least one (continuous) slot in the circuit boardbody, the slot at least partially surrounding the decoupling portionwith the exception of the at least one circuit board bridge portion. Thecircuit board bridge portion in this instance forms a type of resilient“spring tongue” on which the decoupling portion of the circuit boardbody, conjointly with the at least one inertial sensor, is resilientlymounted in this instance. Because of the circuit board bridge portion,the slot herein can partially surround the decoupling portion of thecircuit board body, for example.

According to a further refining measure of the first aspect, the atleast one clearance can at least be partially filled with a dampingmass. The damping mass in the at least one slot, for example, likewiseensures a decoupling of oscillations in this instance.

According to a refining measure of the first aspect, the circuit boardbridge portion at least in portions can also have a smaller thicknessthan the remainder of the circuit board body and/or the decouplingportion, this likewise leading to a more resilient configurationembodiment and thus to improved decoupling.

According to the second aspect of the invention it is provided that

-   g) the pressure control module an electric contacting device for    resiliently electrically contacting the circuit board by way of at    least one solenoid valve of at least the first electro-magnetic    valve installation, is provided, the electrical contacting device    comprising at least a spring element which extends from the circuit    board up to the at least one solenoid valve and by way of which the    circuit board and the at least one solenoid valve are mounted so as    to be mutually resilient in at least one degree of freedom of    movement, on the one hand, and the circuit board and the at least    one solenoid valve are connected to one another in an electrically    conducting manner, on the other hand.

Consequently, the at least one spring element in the context of a dualfunction provides a sprung and thus resilient mounting between thecircuit board conjointly with the inertial sensor and the at least onesolenoid valve, on the one hand, and simultaneously an electricallyconducting connection between the circuit board and the at least onesolenoid valve which permits controlling the at least one solenoid valveby electric and electronic components which are disposed on the circuitboard, the at least one initial sensor also being part of the electricand electronic components in this instance. Routines of a drivingdynamics or driving stability control system by way of which the atleast one solenoid valve is controlled or regulated in this instance soas to be able to decelerate individual wheels in a targeted manner maybe implemented in the electric and electronic components of the circuitboard.

According to a refining measure of the second aspect, the at least onedegree of freedom of movement includes a translatory and/or a rotarydegree of freedom of movement.

According to a further refining measure of the second aspect, the atleast one spring element can include a coil spring which is mounted soas to be clamped between the circuit board and the at least one solenoidvalve.

Furthermore, the at least one circuit board can be secured on a face ofa cover of a module housing of the pressure control module that pointsinto the interior of the pressure control module, for example be securedin a friction-fitting manner on that face of the cover that points intothe interior on account of the force of the at least one spring element,and, when placing the cover onto the module housing of the pressurecontrol module, the at least one spring element can be pretensionedbetween the circuit board and the at least one solenoid valve. Moreover,the at least one spring element can be centered on the circuit boardand/or on the at least one solenoid valve by centeringarrangement/apparatus such as, for example, a protrusion which protrudesinto the interior of the coil spring. The at least one spring element inthis instance is guided or established, respectively, in a definedmanner in the module housing but in the case of a coil spring, forexample, permits to a certain degree a “sprung” movement along thelongitudinal axis of the coil spring between the circuit board thatsupports the at least one inertial sensor and the at least one solenoidvalve (degree of freedom of translatory movement), this resulting in amore resilient mounting of the circuit board conjointly with theinertial sensor, and thus in a decoupling of oscillations between thecircuit board and the solenoid valve. This is because the oscillationswhich emanate from switching procedures of solenoid valves are mostoften of a higher frequency in comparison to the lower inherentfrequency of the circuit board conjointly with the inertial sensor thatare “soft”-mounted by the at least one spring element, so that atransmission of impact sound from the solenoid valve to the circuitboard conjointly with the inertial sensor is impeded.

According to the third aspect of the invention it is provided that

-   g) at least one solenoid valve of the first electro-magnetic valve    installation is formed by a tilting armature valve having a    pivotably configured tilting armature.

Such tilting armature valves having a pivotably configured tiltingarmature during operation cause less excitation of oscillations thanusual solenoid valves having an armature which moves in a reciprocatingtranslatory manner.

According to a refinement of the third aspect, the tilting armaturevalve can in particular comprise the following:

-   a) a half shell;-   b) a cover element which covers the half shell in a fluid-tight    manner so as to form a valve chamber, wherein the cover element has    at least one control aperture and a passage for directing a fluid    through the valve chamber;-   c) a magnetically conducting tilting armature having at least one    sealing element, wherein the tilting armature in the valve chamber    is mounted so as to be movable between an opening position and a    closing position, wherein the sealing element in the closing    position closes the control aperture in a fluid-tight manner and in    the opening position releases the latter; and-   d) a coil installation which is disposed on a base of the half shell    that is outside the valve chamber and opposite the cover element and    is configured so as to move the tilting armature between the opening    position and the closing position; wherein-   e) the coil installation has a magnetically conducting coil core and    at least one coil that is wound about the coil core, wherein the    coil core in the longitudinal direction is disposed so as to be    substantially parallel to the base.

According to a refinement of this third aspect, a damper element whichis disposed on a side of the tilting armature that faces the base or ona side of the base that faces the tilting armature so as to attenuate amechanical oscillation, in particular a vibration and/or a shock and/oran impact, of the tilting armature when the tilting armature moves tothe opening position thereof, in particular wherein the damper elementis fastened to the tilting armature or to the base while using anadhesive material. The damper element in this instance ensures an evenmore attenuated movement of the tilting armature.

According to a refinement of the first, second and/or third aspect ofthe invention, the pressure control module can be formed by a central2-channel electro-pneumatic pressure control module, for theelectro-pneumatic service brake installation of the vehicle, having atleast two pressure control channels which are able to be electricallycontrolled in terms of a brake pressure and of which one electricallycontrollable pressure control channel is the first pressure controlchannel, and of which a further electrically controllable pressurecontrol channel is a second electrically controllable pressure controlchannel, wherein

-   a) for the electrically controllable pressure control channels, a    controlled service brake pressure for the at least one service brake    cylinder of the service brake installation is in each case generated    based on the operating air emanating from the at least one    compressed-air reservoir as a function of the electric brake request    signal of the electric channel of the foot brake valve; and wherein-   b) the second pressure control channel generates a second controlled    service brake pressure in service brake cylinders on at least one    second axle; and wherein-   c) the pressure control module furthermore has at least the    following: at least the first electric communications port for    feeding at least one signal which represents a second service brake    nominal pressure for the second pressure control channel and which    is formed based on the electric brake request signal of the electric    channel of the foot brake valve of the electro-pneumatic service    brake installation; at least a second operating connector of the    second pressure control channel for connecting at least one service    brake cylinder of the at least one second axle; a second ventilation    for the second pressure control channel; and wherein-   d) in the pressure control module (16)    -   d1) the electronic control apparatus is integrated, the        electronic control apparatus as a central electronic brake        control apparatus of the service brake installation being        configured in such a manner that the electronic control        apparatus, as a function of the signal which is present at the        first electric communications port, for the second pressure        control channel generates a second electric control signal,        corresponding to a second nominal service brake pressure, for a        second electro-magnetic valve installation of the second        pressure control channel that is independent of the first        electromagnetic valve installation; and    -   d2) the second electro-magnetic valve installation is        integrated, the second electro-magnetic valve installation, as a        function of the second electric control signal from the        reservoir pressure of the at least one compressed-air reservoir,        modulating a second actual service brake pressure for the second        operating connector of the second pressure control channel; and    -   d3) at least one second pressure sensor is integrated, wherein        the second pressure sensor for a comparison with the second        nominal service brake pressure feeds a second pressure        measurement signal which represents the measured second actual        service brake pressure into the electronic control apparatus,        wherein the electronic control apparatus in this instance is        furthermore configured such that the electronic control        apparatus for the second pressure control channel performs a        reconciliation between the second actual service brake pressure        and the second nominal service brake pressure and, as a function        of this reconciliation, actuates the second electro-magnetic        valve installation in such a manner that the second nominal        service brake pressure is present at the second operating        connector; wherein-   e) the electronic control apparatus is furthermore configured such    that the electronic control apparatus, as a function of output    signals of the at least one inertial sensor feeds actuating signals    into the first electro-magnetic valve installation and/or into the    second electro-magnetic valve installation so as to carry out    braking corresponding to a driving dynamics or driving stability    control system by at least one service brake cylinder; and wherein    -   e) the electronic control apparatus has the circuit board which        supports electric and electronic components, wherein routines at        least for controlling the brake pressure within the first and        the second pressure control channel and for the driving dynamics        or driving stability control system are implemented in the        electric and electronic components; wherein-   f) the output signals of the at least one inertial sensor are able    to be fed into the at least some electric and electronic components    in order to carry out the driving dynamics or driving stability    control.

In other words, the central electronic brake control apparatus havingthe routines for the brake pressure control and for the driving dynamicscontrol is integrated in such a pressure control module, on the onehand. Because of this integration in the central pressure controlmodule, a central electronic brake control apparatus disposed outsidethe central pressure control module, as in EP 1 122 142 A1 mentioned atthe outset, is therefore no longer present in the electro-pneumaticservice brake installation according to the invention. Rather, thecentral electronic brake control apparatus of the electro-pneumaticservice brake installation is integrated in the central pressure controlmodule, the central electronic brake control apparatus, apart from thebrake pressure control, potentially also relating to even higher-levelfunctions such as, for example, a brake force distribution to the frontand the rear axle, a driving dynamics control system, a drivingstability control system (ESC), a traction control system (TCS), arollover stability system (RPS), an anti-wheel lock control system(ABS), as well as in particular also controls relating to at leastpartial autonomous driving.

The term “integrated” herein means an inclusion of hardware componentsand of software components in the central pressure control module.

On the other hand, at least also an inertial sensor (for example a yawrate sensor, a longitudinal acceleration sensor, a transverseacceleration sensor) is disposed at or on the circuit board of thecentral electronic brake control apparatus that supports electric andelectronic components in which the routines for the brake pressurecontrol and the driving dynamics control system are implemented, thesensor signals of the inertial sensor being utilized as input signalsfor the driving dynamics control system.

The at least 2-channel central pressure control module, this because thelatter controls the brake pressure in the first pressure control circuit(for example the front axle) and the brake pressure in the secondpressure control circuit (for example the rear axle) of the vehicle,thus represents a “central module” because the latter carries out all ofthe braking functions at least for the at least one front axle and theat least one rear axle and thus forms a central integrated buildingblock of an electro-pneumatic service brake installation of a 4×2 or 4×4vehicle.

For the basic function of “service braking while controlling the brakepressure” in the two pressure control circuits in the electro-pneumaticservice brake installation by way of such a central pressure controlmodule, only the foot brake valve having the electric channel (electricbrake value transducer) for generating the electric brake request signalformed as a function of the activation, the service brake cylinders onthe front and the rear axle, and the at least one compressed-airreservoir therefore still have to be added. Two pneumatic backup servicebrake circuits for the front and the rear axle can optionally also beprovided.

Consequently, in this instance significantly fewer electric andpneumatic lines between components of the electro-pneumatic servicebrake installation are to be routed in comparison to the prior art. Thisreduces the complexity for pneumatic piping, installations of cables, aswell as for electric contacting. The central pressure control module inthis instance can already be built to specifications and tested at thevendor of the brake installation, this increasing the operationalreliability.

It is also particularly advantageous that by far the most vehicles inwhich such an electro-pneumatic brake installation is used are vehicleswith the wheel formula 4×2 (4 wheels of which two wheels are driven) andwith brake pressure control on the first and the second axle, whereinsuch a central pressure control module, or the integrated central brakecontrol apparatus thereof, respectively, in such an instance can assumethe service brake functions as well as the higher-level functionsmentioned above.

In further stages of specification, in which instance at least onefurther braked axle (further front or rear axle) is present, forexample, at least one further pressure control module can then beprovided for the respective additional (front and/or rear) axle, aspecific brake pressure nominal value which is assigned to theadditional axle being then predefined for the further pressure controlmodule by the central pressure control module (“central module”), morespecifically by the integrated central electronic brake controlapparatus of the central pressure control module, such that, using thecentral pressure control module (“central module”) as a base, variousstages of specification of an electro-pneumatic service brakeinstallation for a 4×2 or a 4×4 vehicle, for example, or else for a 6×2,a 6×4, a 6×6, or else an 8×8 vehicle, are possible in the manner of aparts kit without any major complexity.

ABS pressure control valves can optionally be disposed between thecentral pressure control module as the “central module” and the brakecylinders on the wheels of the first axle and the second axle, the ABSpressure control valves also permitting the brake pressure in thesebrake cylinders to be controlled/regulated in a wheel-individual mannereven when the wheel brake cylinders on the left and the right wheels ofthe first and the second axle are in each case connected to a singlechannel of the “central module”, and the service brake pressure in thisinstance would be able to be controlled only in an axle-wise manner.Therefore, not only a usual ABS control but also a wheel-individualadaptation/control/regulation of the service brake pressure in the wheelbrake cylinders could be performed by the ABS pressure control valvesthat are controlled by the central electronic brake control apparatus inorder for the driving dynamics control system to be implemented shouldthe latter require this. Wheel-individual brake pressures in thisinstance can be additionally generated with the aid of the, for example,only 2-channel central pressure control module which controls separatelythe service brake pressures for the front and the rear axle, forexample.

Likewise optionally, ABS pressure control valves can be disposed betweenthe further pressure control module for the further axle and the brakecylinders on the wheels of the further axle, the ABS pressure controlvalves permitting wheel-individual controlling/regulating of the brakepressure in these wheel brake cylinders even when the wheel brakecylinders on the left and the right wheels of the further axle areconnected to a single pressure control channel of the further pressurecontrol module and the service brake pressure in this instance wouldactually be able to be controlled only in an axle-wise manner.

The optional measures described above widen the specificationspotentials of an electro-pneumatic service brake installation as a“modular parts kit” which is based on the central pressure controlmodule.

According to a refinement of the central pressure control module, theelectric contacting device according to the second aspect of theinvention can (also) be provided for resiliently electrically contactingthe circuit board by way of at least one solenoid valve of the secondelectro-magnetic valve installation.

According to a further refinement of the central pressure controlmodule, at least one solenoid valve of the second electro-magnetic valveinstallation can also be formed by a tilting armature valve having apivotably configured tilting armature according to the third aspect ofthe invention.

In particular in the case of the central pressure control module, orelse in the case of an arbitrary 2-channel pressure control module (twopressure control channels), for configuring pressure control channelshaving separate pneumatic circuits, a dedicated first reservoir pressureconnector can be provided for the first pressure control channel and adedicated second reservoir pressure connector which is separate in termsof the first reservoir pressure connector can be provided for the secondpressure control channel, wherein at least one first compressed-airreservoir is able to be connected to the first reservoir pressureconnector, and at least one second compressed-air reservoir which isseparate in terms of the first compressed-air reservoir is able to beconnected to the second reservoir pressure connector, wherein thepneumatic flow paths of the first pressure control channel, proceedingfrom the first reservoir pressure connector up to the first operatingconnector, are configured so as to be pneumatically separate from thepneumatic flow paths of the second pressure control channel, proceedingfrom the second reservoir pressure connector up to the second operatingconnector.

In this case, pressure control channels having pneumatically completelyseparate circuits and having in each case a dedicated reservoir airsupply are therefore present, proceeding from the respectivecompressed-air reservoir up to the assigned service brake cylinders,such that the failure of the reservoir area assigned to one pressurecontrol channel cannot lead to a functional failure of the entirepressure control module since the further pressure control channels, byvirtue of the separate supply thereof with reservoir air, continue to befunctional. Last but not least, apart from the pressure control channelswhich are anyway assigned to the compressed-air reservoirs, noadditional compressed-air reservoir is required.

This is particularly advantageous when a pressure control module has twopneumatically separate pressure control channels of which one pressurecontrol channel is assigned to an axle, here for example a front axle,and one pressure control channel is assigned to a further axle, here forexample a rear axle. Such two-axle vehicles having four braked wheelsrepresent the large majority, in particular in the commercial vehiclesector. In the event of a failure of one pressure control channel andthus of the brakes of one axle, braking in this instance can still takeplace using the wheel brakes on the other axle.

In the pressure control module a first operating connector may thereforebe provided for connecting at least one service brake cylinder of thefront axle, and at least one second operating connector is provided forconnecting at least one service brake cylinder of at least a second axleof the vehicle. A first pressure control channel with a pneumaticallyseparate circuit can be assigned at least to a front axle, and a secondpressure control channel with a pneumatically separate circuit can beassigned at least to a rear axle, for example.

In particular in the case of the central pressure control module, orelse in the case of an arbitrary 2-channel pressure control module, afirst backup connector of a first pneumatic backup circuit, and a secondbackup connector of a second pneumatic backup circuit, can be provided,wherein a first backup pressure which is emitted by the firstcompressed-air reservoir and supplied by a first pneumatic channel ofthe front brake valve, and a second backup pressure which is emitted bythe second compressed-air reservoir and is supplied by a secondpneumatic channel of the foot brake valve, are able to be fed into thefirst backup connector, wherein the brake pressures at the operatingconnectors are formed with the aid of the first backup circuit and thesecond backup circuit in the event of the failure or a malfunction ofthe electric pressure control channels that are able to be controlled asseparate circuits.

In particular in the case of the central pressure control module, orelse in the case of an arbitrary 2-channel pressure control module, afirst pneumatic backup flow path of the first backup circuit, proceedingfrom the first backup connector up to the first operating connector, canbe configured so as to be pneumatically separate in terms of a secondpneumatic backup flow path of the second backup connector circuit,proceeding from the second backup connector up to the second operatingconnector.

In particular in the case of the central pressure control module, orelse in the case of an arbitrary 2-channel pressure control module, afirst electro-pneumatic backup valve of the first electro-magnetic valveinstallation can be disposed in the first pneumatic backup flow path,and a second electro-pneumatic backup valve of the secondelectro-magnetic valve installation can be disposed in the secondpneumatic backup flow path, wherein the electro-pneumatic backup valvesare configured and actuated by the central electronic brake controlapparatus such that the backup valves lock the first and the secondbackup flow path in the case of intact electric pressure controlchannels, and activate the first and the second backup flow path in theevent of an error or of a malfunction of the electric pressure controlchannels in order to further increase the functional reliability of theelectro-pneumatic service brake installation.

The driving dynamics or driving stability control system can inparticular include at least one of the following controls: a drivingstability control system (ESC); an anti-wheel lock control systems(ABS); a traction control system (TCS); rollover stability system (RPS);a control system for at least partially autonomous driving.

The central electronic brake control apparatus of the electro-pneumaticservice brake installation that is integrated in the central pressurecontrol module, apart from controlling the brake pressure, can inparticular also control/regulate or carry out, respectively, evenhigher-level functions such as, for example, a distribution of brakeforce to the front and the rear axle; a driving dynamics or drivingstability control system (ESP); a traction control system (TSC);rollover stability system (RPS); anti-wheel lock control system (ABS);as well as in particular also controls relating to at least partiallyautonomous driving. The term “integrated” herein means an inclusion ofhardware components and of software components in the central pressurecontrol module.

According to a refinement, the central pressure control module can haveat least one second electric voltage supply connector for supplying anelectric voltage to at least one further pressure control module and atleast one second communications port for communicating with the at leastone further pressure control module, wherein

-   a) the at least one further pressure control module controls in a    self-acting manner the brake pressure in connected service brake    cylinders of at least one further axle; and wherein-   b) the central electronic brake control apparatus of the service    brake installation, as a function of the electric brake request    signals which are present at the first communications port feeds    into the second communications port at least one third electric    control signal, corresponding to a nominal brake pressure for the at    least one further axle, for the at least one further pressure    control module so that the further pressure control module adjusts    the brake pressure in at least one service brake cylinder connected    thereto.

The at least one further pressure control module herein can be one ofthe following pressure control modules: a 1-channel pressure controlmodule which adjusts the same brake pressure on wheels which are ondifferent sides of at least one axle; a 2-channel pressure controlmodule which adjusts a side-individual brake pressure on wheels whichare on different sides of at least one axle.

In stages of specification of an electro-pneumatic service brakeinstallation, in which instance at least one further braked axle(further front or rear axle) is present, for example, at least onefurther such pressure control module can then be provided for therespective additional (front and/or rear) axle, a specific brakepressure nominal value which is assigned to the additional axle beingthen predefined for the further pressure control module by the centralpressure control module (“central module”), more specifically by theintegrated central electronic brake control apparatus of the centralpressure control module, such that, using the central pressure controlmodule (“central module”) as a base, various stages of specification ofan electro-pneumatic service brake installation for vehicles having morethan two axles are also possible in the manner of a parts kit withoutany major complexity.

According to one refinement, the pressure control module can have atleast one third electric voltage supply connector for supplying avoltage to at least one trailer control module, and at least one thirdcommunications port for communicating with the trailer control module,wherein

-   a) the trailer control module with the aid of integrated electronic    trailer brake control electronics controls the brake pressure in    service brake cylinders of a trailer; and wherein-   b) the central electronic brake control apparatus of the service    brake installation, as a function of the electric brake request    signals which are present at the first electric communications port,    feeds into the third communications port a fourth electric control    signal, corresponding to a nominal brake pressure, for the trailer    control module so as to control the brake pressure in service brake    cylinders of the trailer that are connected to the trailer control    module.

This applies in the case of the trailer control module having“intelligence” in the form of the trailer brake control electronics byway of which the controlling to the brake pressure nominal value for thetrailer takes place.

In the case of the trailer control module not having any “intelligence”in the form of trailer brake control electronics, the central pressurecontrol module can have at least one control connector for solenoidvalves of a trailer control module and at least one sensor connector forat least one pressure sensor of the trailer control module, for example,wherein the central electronic brake control apparatus of the centralpressure control module in this instance feeds a fourth electric controlsignal into the control connector for the solenoid valves of the trailercontrol module so as to control the brake pressure in service brakecylinders of a trailer to a nominal brake pressure for the service brakecylinders of the trailer. On the other hand, the central electronicbrake control apparatus receives from the at least one pressure sensorof the trailer control module a signal which represents the actual brakepressure in the service brake cylinders of the trailer generated onaccount of the actuation of the solenoid valves, and in this casecarries out the controlling of the brake pressure to the nominal brakepressure.

The central pressure control module can also have output stages for ABSpressure control valves that are provided for being disposed between thefirst operating connector of the first axle and the service brakecylinders of the first axle, and between the second operating connectorof the second axle and the service brake cylinders of the second axle,wherein routines are implemented in the electronic control apparatus, byway of which routines control signals for the ABS pressure controlvalves are emitted and by way of which, based on the service brakepressures which are controlled in an axle-wise manner in the pressurecontrol channels of the first axle and of the second axle, service brakepressures which are individual for each wheel on the first axle and onthe second axle are in each case generated with the aid of the ABSpressure control valves, in particular for carrying out driving dynamicsor driving stability control.

The service brake pressure in a wheel brake cylinder of a braked wheelof the first axle and/or of the second axle can in this instance beadapted/controlled or regulated by an ABS pressure control valve whichis controlled by the central electronic brake control apparatus so as tocarry out wheel-individual service braking of the respective wheel evenwhen the service brake pressure in wheel brakes of wheels on differentsides of one axle is controlled by a common pressure control channel.

The central electronic brake control apparatus in the central pressurecontrol module in this case includes corresponding routines, forexample, which enable the brake pressure to be set/controlled/regulatedin a wheel-individual manner on wheels on different sides of an axlewhich by way of the respective pressure control channel is actuallycontrolled by a uniform brake pressure. Such a wheel-individual brakepressure on at least one braked wheel of the first axle and/or of thesecond axle in this instance is set by the central electronic brakecontrol apparatus of the central brake control module for carrying outcontrolling or regulating for which such a wheel-individual brakepressure is necessary or expedient, respectively, such as, for example,for an anti-wheel lock control system (ABS); a traction control system(TSC); a driving dynamics or driving stability control system (ESC); arollover stability system (RPS); and/or for controlling at leastpartially autonomous driving of the vehicle.

The first electro-magnetic valve installation and the secondelectro-magnetic valve installation in the pressure control module canin each case also have a relay valve installation which is pneumaticallycontrolled by an electro-magnetic inlet/outlet valve combination,wherein the relay valve installations on the output side are controlledby way of the first and second operating connectors, and theelectro-magnetic inlet/outlet valve combinations are controlled by theelectronic control apparatus.

The inlet/outlet valve combination can include, for example, at leastone 2/2-way solenoid valve and/or at least one 3/2-way solenoid valve,and the relay valve installation can include at least one relay valvehaving an integrated double-seated valve.

The central pressure control module can also have inputs for wheelrotating speed sensors of the wheels of the vehicle and/or for brakewear sensors so as to be based on the signals of wheel rotating speedsensors, for example, carry out driving dynamics control or drivingstability control (ESC); traction control (TSC); or anti-wheel lockcontrol (ABS) by the electronic control apparatus.

The inertial sensor can comprise at least one of the following sensors:an acceleration sensor (for example a longitudinal acceleration sensor,a transverse acceleration sensor) which measures the acceleration in oneaxis, in two or three axes (x-, y-, z-direction), and/or a yaw ratesensor.

The pressure control module can also have at least one vehicle data busport for connecting to a vehicle data bus. In this instance, theelectronic control apparatus of the pressure control module that isconnected to the vehicle data bus port is enabled to communicate withother control apparatuses, the electronic control apparatus of thepressure control module in this instance then being able to checkinformation present on the vehicle data bus, such as specific vehicleparameters and/or propulsion machine parameters and/or vehicle statedata, or a the electrical control apparatus of the pressure controlmodule receiving control signals from other control apparatuses such asa control apparatus having routines for at least partially autonomousdriving, so as to be able to perform automatic braking actions with theaid of the electro-pneumatic service brake installation independently ofthe driver, for example.

The invention also relates to an electro-pneumatic service brakeinstallation of a vehicle, in particular having at least oneelectrically controllable pressure control channel including at leastone pressure control module as described above.

In the case of such a service brake installation, the electric channelof the foot brake valve, or else another pressure control module, can beconnected to the at least one first communications port of the pressurecontrol module, in particular by a data bus or at least one analogsignal line.

In a refinement of the service brake installation, a control apparatusof a system for at least partially autonomous driving can furthermore beconnected to the at least one first communications port of the pressurecontrol module, the control apparatus by way of the at least one firstcommunications port feeding brake request signals into the pressurecontrol module, for example by way of a data bus.

In the service brake installation, at least one further pressure controlmodule, in particular a further pressure control module as describedabove, can be connected to a second communications port of the pressurecontrol module, for example by way of a data bus or by way of at leastone analog signal line, wherein the at least one further pressurecontrol module is one of the following pressure control modules: a1-channel pressure control module which adjusts the same brake pressureon wheels on different sides of at least one axle; a 2-channel pressurecontrol module which adjusts a side-individual brake pressure on wheelson different sides of at least one axle.

The at least one further pressure control module herein can control in aself-acting manner the brake pressure in connected service brakecylinders of at least one further axle, wherein the electronic controlapparatus of the in particular central pressure control module, as afunction of the signal present at the first communications port, feedsinto the second communications port at least one third electric controlsignal, corresponding to the nominal brake pressure for the at least onefurther axle, for the at least one further pressure control module sothat the further pressure control module adjusts the brake pressure inthe connected service brake cylinders.

According to a possible measure in the service brake installation, atrailer control module which with the aid of electronic integratedtrailer control electronics controls the brake pressure in the servicebrake cylinders of a trailer can be connected to a third communicationsport of the pressure control module, for example by way of a data bus orby way of at least one analog signal line.

In order for pressure control channels which have pneumaticallyseparated circuits to be configured in one embodiment of the servicebrake installation, at least one first compressed-air reservoir can beconnected to the first reservoir pressure connector of the pressurecontrol module, and at least one second compressed-air reservoir, whichis separate in terms of the first compressed-air reservoir, can beconnected to the second reservoir pressure connector of the pressurecontrol module.

According to a refinement, the pressure control module in the servicebrake installation can have output stages for ABS pressure controlvalves that are disposed between the first operating connector of thefirst axle and the service brake cylinders of the first axle, andbetween the second operating connector of the second axle and theservice brake cylinders of the second axle, wherein routines are in thisinstance implemented in the electronic control apparatus of the pressurecontrol module, by way of which routines control signals for the ABSpressure control valves are emitted and by way of which, based on theservice brake pressures which are controlled in an axle-wise manner inthe pressure control channels of the first axle and of the second axle,service brake pressures which are individual for each wheel on the firstaxle and on the second axle are in each case generated with the aid ofthe ABS pressure control valves, in particular for carrying out ABS/TCScontrol and/or driving dynamics or driving stability control.

The service brake pressure in a wheel brake cylinder of a braked wheelof the first axle and/or of the second axle in this instance can beadapted/controlled or regulated by an ABS pressure control valve whichis controlled by the central electronic brake control apparatus, so asto carry out wheel-individual service braking of the respective wheel,even when the service brake pressure in wheel brakes of wheels ondifferent sides of an axle is controlled by a common pressure controlchannel. The electronic control apparatus in the pressure control modulein this instance includes, for example, corresponding routines whichpermit wheel-individual setting/controlling/regulating of wheels ondifferent sides of an axle which in terms of brake pressure is actuallycontrolled in a uniform manner by the respective pressure controlchannel. Such a wheel-individual brake pressure on at least one brakedwheel of the first axle and/or of the second axle is then set by theelectronic control apparatus of the pressure control module for carryingout controlling or regulating for which such a wheel-individual brakepressure is necessary or expedient, respectively, such as, for example,for an anti-wheel lock control system (ABS); a traction control system(TCS); a driving dynamics or driving stability control system (ESC); arollover stability system (RPS); and/or for controlling at leastpartially autonomous driving of the vehicle.

In the case of the service brake installation, at least one servicebrake cylinder of at least one first axle can be connected to a firstoperating connector of the pressure control module, and at least oneservice brake cylinder of at least one second axle can be connected to asecond operating connector of the pressure control module.

The invention also relates to a vehicle, in particular to a commercialvehicle, having an electro-pneumatic service brake installationdescribed above.

More details are derived from the following description of exemplaryembodiments.

Exemplary embodiments of the invention are illustrated in the drawingand explained in more detail in the description hereunder.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a schematic circuit diagram of an electro-pneumatic servicebrake installation of a commercial vehicle, having a central pressurecontrol module according to an exemplary embodiment of the invention.

FIG. 2 shows a schematic cross-sectional view of the central pressurecontrol module of FIG. 1 in an exploded illustration.

FIGS. 3A and 3B show highly schematic views of system architectures ofelectro-pneumatic service brake installations including a centralpressure control module according to FIG. 2.

FIG. 4 shows a schematic illustration of the central pressure controlmodule of FIG. 1.

FIG. 5 shows a schematic circuit diagram of an electro-pneumatic servicebrake installation of a commercial vehicle, having a central pressurecontrol module according to a further embodiment of the invention for a6×4 vehicle.

FIG. 6 shows a schematic circuit diagram of an electro-pneumatic servicebrake installation of a commercial vehicle, having a central pressurecontrol module according to a further embodiment of the invention for a6×2 vehicle.

FIG. 7 shows a schematic circuit diagram of an electro-pneumatic servicebrake installation of a commercial vehicle, having a central pressurecontrol module according to a further embodiment of the invention for a6×2 vehicle.

FIG. 8 shows a schematic circuit diagram of an electro-pneumatic servicebrake installation of a commercial vehicle, having a central pressurecontrol module according to a further embodiment of the invention for an8×8 vehicle.

FIG. 9 shows a schematic circuit diagram of an electro-pneumatic servicebrake installation of a commercial vehicle, having a central pressurecontrol module according to a further embodiment of the invention for a10×10 vehicle. and

FIG. 10 shows a schematic sectional illustration of a tilting armaturevalve, as is used individually or in multiples as an electro-magneticvalve in an electro-magnetic valve installation of the central pressurecontrol module.

DETAILED DESCRIPTION

FIG. 1 shows a circuit diagram of an electro-pneumatic service brakeinstallation 1, for example of a heavy commercial vehicle, having a footbrake value valve or a foot brake module 2, a first (front axle)reservoir pressure vessel 4 for supplying a first (front axle) pressurecontrol channel 9, and a second (rear axle) reservoir pressure vessel 6for supplying a second (rear axle) pressure control channel 11.

The provision of air, the treatment of air, and the safety measures hereare embodied as prescribed by legislation by way of an air treatmentmodule 8 which is not described in more detail here.

The second (rear axle) reservoir pressure vessel 6 by way of pneumaticsupply lines 10, 12 is connected to a second (rear axle) reservoirconnector 14 of a central, for example dual-channel, pressure controlmodule 16, on the one hand, as well as to a second (rear axle) channel26 of the foot brake valve 2.

In an analogous manner, the first (front axle) reservoir pressure vessel4 by way of pneumatic supply lines 20, 22 is connected to a first (frontaxle) reservoir connector 24 of the central pressure control module 16,as well as to a first (front axle) channel 18 of the foot brake valve 2.

The foot brake valve 2 as a brake value transducer therefore comprisestwo pneumatic channels 18, 26 having in each case one brake valve inwhich, as a function of a brake requirement predefined by the foot ofthe driver, a pneumatic backup pressure or control pressure is generatedin each case at the outputs of the two channels 18, 26. In parallelthereto, an electric front axle channel and an electric rear axlechannel are combined in an electric channel 28 of the foot brake valve2, the electric channel 28 as a function of the brake requirementfeeding an electric brake requirement signal into an electric connectionthat may be configured as a data bus 30 between the foot brake valve 2and the central pressure control module 16, the latter converting thebrake requirement signal in different ways for the front axle and therear axle, for example for reasons of distributing load.

Furthermore, the front axle channel 18 and the rear axle channel 26 ofthe foot brake valve 2 are in each case connected to assigned backupconnectors 36, 38 of the central pressure control module 16 by way of apneumatic control line 32, 34. Finally, one pneumatic brake line 40, 42leads in each case from one operating connector 44, 46 of the centralpressure control module 16 to pneumatic service brake cylinders 48, 50for each wheel of the front axle or the rear axle, respectively, whereinone pressure control valve 52 for the ABS operation of each wheel may bedisposed in these pneumatic brake lines 40, 42. These ABS pressurecontrol valves 52 are actuated by the central pressure control module 16by electric control lines 54.

Rotating speed sensors 56 by way of electric signal lines 58 report thecurrent rotating speed of the wheels of the two-axle vehicle to thecentral pressure control module 16. Wear sensors 60 may likewise beprovided for each wheel brake, the wear sensors as a function of thecurrent wear on the brakes feeding signals into the central pressurecontrol module 16 by way of electric signal lines 62.

Not least, a trailer control module 64 which is known per se and intowhich a pneumatic control pressure is fed from the rear axle channel 26of the foot brake valve 2 by way of a pneumatic control line 124, on theone hand, and an electric control signal is fed from the centralpressure control module 16, for example by way of the data bus 30, onthe other hand.

The brake clamping installations 50 of the rear axle may be configuredas known combination cylinders, that is to say as a combination of anactive service brake cylinder and a passive spring brake cylinder.“Active” in this context means that the service brake cylinders clampwhen aerated, and release when ventilated, and “passive” means that thespring brake cylinders clamp when ventilated and release when aerated.In contrast, only active service brake cylinders 48 are provided on thewheels of the front axle.

The central electro-pneumatic pressure control module 16 which isembodied as a functional unit, for example in a common module housing92, has two pressure control channels which are able to be separatelycontrolled, wherein, based on an operating air that emanates from oneassigned compressed-air reservoir (front axle compressed-air reservoir4, or rear axle compressed-air reservoir 6), a controlled operatingpressure for the service brake cylinders 48, 50 of the front axle or therear axle, respectively, is generated for each pressure control channel9, 11 as a function of the electric brake request signals of theelectric channel 28 of the foot brake valve 2, the operating pressurebeing present at the assigned operating connectors 44, 46.

In order for pressure control channels with pneumatically separatedcircuits to be configured (here: front axle pressure control channel 9and rear axle pressure control channel 11), each pressure controlchannel 9, 11 is consequently assigned a dedicated compressed-airreservoir 4, 6 as well as a dedicated ventilation 5, 7, wherein thepneumatic flow paths of each of the pressure control channels 9, 11,proceeding from the assigned compressed-air reservoir 4, 6 by way of theassigned operating connectors 44, 46 up to the assigned service brakecylinders 48, 50, are configured so as to be pneumatically separate fromthe pneumatic flow path of a respective other pressure control channel.In particular, one separate compressed-air reservoir 4, 6 is providedfor each of the pressure control channels that is able to be controlledin a separate circuit (front axle pressure control channel 9 and rearaxle pressure control channel 11), and one separate reservoir connector14, 24 for connecting the respective assigned compressed-air reservoir4, 6 as well as a dedicated ventilation 5, 7 are in each case providedon the 2-channel pressure control module 16.

In order for an electro-pneumatic service brake installation havingprimarily electrically activated pressure control channels (front axlepressure control channel 9 and rear axle pressure control channel 11)and a secondary pneumatic fallback solution in the event of a failure ofthe electrics to be configured, each pressure control channel 9, 11particularly may be assigned a dedicated pneumatic backup circuit havinga dedicated backup connector 36, 38 on the central pressure controlmodule 16 for feeding pneumatic backup or control pressures which areemitted by the reservoir pressure of the compressed-air reservoir 4, 6that is assigned to the respective pressure control channel 9, 11 andformed by the front axle channel 18 and the rear axle channel 26 of thefoot brake valve 2, from which backup or control pressures the brakepressures are formed in a channel-wise manner at the operatingconnectors 44, 46 of the pressure control channels 9, 11 in the event ofa failure of electric components of the primarily electric service brakecircuit.

Alternatively, in the case of service brake installations 1 in which thefoot brake valve 2 has only one pneumatic channel and which are to beequipped with the central two-channel pressure control module 16, thecentral pressure control module 16 could also have only a single backupconnector for feeding only one pneumatic backup pressure which isgenerated by the pneumatic channel of the foot brake valve 2 and fromwhich, in the event of a failure of electric components, separate brakepressures at the operating connectors 44, 46 of the central pressurecontrol module 16 are then formed with the aid of integratedcircuit-separation arrangement/apparatus. In this variant, the samebackup pressure acts on relay pistons of relay valves of both pressurecontrol channels, for example. In countries with brake requirementsaccording to ECE R13, a suitable circuit separation between the backuppressure or control pressure of the one pneumatic brake circuit and thebrake pressure emitted from the reservoir pressure of the otherpneumatic brake circuit can be provided by a double piston seal withintermediate ventilation on the relay pistons, for example. The circuitseparation 128 in FIG. 4 is symbolized by a thick solid line that runsso as to be centric through the central pressure control module 16.

According to FIG. 2 and FIG. 4, the central, here two-channel, pressurecontrol module 16 includes a central electronic brake control apparatus66 which carries out at least all of the routines required forcontrolling the pressure of the pressure control channels (front axlepressure control channel 9 or rear axle pressure control channel 11,respectively) and for each pressure control channel, as a function ofthe electric brake request signals of the electric channel 28 of thefoot brake valve 2, generates a first electric control signal,corresponding to a first nominal brake pressure, for the front axlecontrol pressure channel 9, and a second electric control signal,corresponding to a second nominal brake pressure, for the rear axlepressure control channel 11. Furthermore present in the central pressurecontrol module 16 are one dedicated electro-magnetic valve installation68, 70 for each pressure control channel (front axle pressure controlchannel 9 or rear axle pressure control channel 11, respectively), thededicated electro-magnetic valve installation 68, 70, as a function ofthe electric control signals of the electronic control installation 66,generating from the reservoir pressure of the assigned compressed-airreservoir 4, 6 an actual operating pressure for the operating pressureconnector 44, 46 which is assigned to the respective pressure controlchannel 9, 11.

Such an electro-magnetically activated valve installation 68, 70 mayinclude in each case one inlet valve 72, 74, one outlet valve 76, 78 aswell as one backup or fallback valve 80, 82. In order for comparativelylarge quantities of air to be handled, the inlet valve 72, 74 and theoutlet valve 76, 78 could in each case also actuate a control connectorof a relay valve 84, 86 which then generates the brake pressure. Theoperating mode of such electro-magnetically activated valveinstallations 68, 70 is well known, for example from EP 0 845 397 A2, sothat the matter is not discussed in more detail here.

Furthermore, one dedicated pressure sensor 88, 90 for each pressurecontrol channel (front axle pressure control channel 9 or rear axlepressure control channel 11) is disposed in the central pressure controlmodule 16, the dedicated pressure sensor 88, 90, as a function of theactual brake pressure emitted from the assigned electro-magnetic valveinstallation 68, 70, feeds into the central electronic brake controlapparatus 66 a pressure measurement signal for comparison with therespective nominal brake pressure which for the front axle pressurecontrol channel is represented by the first electric control signal andfor the rear axle pressure control channel is represented by the secondelectric control signal, so as to aerate and ventilate in a controlledmanner the service brake cylinders 48, 50 that are connected to therespective pressure control channel 9, 11. The operating connectors 44,46 and thus the service brake cylinders 48, 50 that are connectedthereto are ventilated by way of ventilations 5, 7 (FIG. 4). Ventilatingthe service brake cylinders 48, 50 however takes place by way of thereservoir connectors 14, 24.

The common central electronic brake control apparatus 66 then controlsthe pressure in the pressure control channels (front axle pressurecontrol channel 9 or rear axle pressure control channel 11,respectively); consequently, all of the controlling and regulatingroutines, or the entire control electronics, respectively, of theelectric pressure control channels are integrated in the centralelectronic brake control apparatus 66 of the central pressure controlmodule 16. Furthermore, routines of a driving stability control systemESC (electronic stability control system) of a TCS (traction controlsystem), of an ABS system (anti-wheel lock control system), and/or of aRSP system (rollover protection control system) may also be implementedin the central electronic brake control apparatus 66 which then can alsointervene in an engine control unit of an engine of the vehicle, or in asteering control mechanism of an electric steering system of thevehicle, respectively.

At least the electoral-magnetically activated valve installations 68, 70that are assigned to the pressure control channels (front axle pressurecontrol channel 9 or rear axle pressure control channel 11,respectively), the pressure sensors 88, 90 as well as the centralelectronic brake control apparatus 66 particularly may be accommodatedin a common module housing 92.

As is derived from FIG. 2, the central pressure control module 16 may beembodied such that a circuit board 94 that supports electric andelectronic components of the central electronic brake control apparatus66; electric first, second, and third communications ports 96 forconnecting the electric/electronic components such as, for instance,microprocessors and electronic circuits on the circuit board 94 to thedata bus 30, for example; the pressure sensors 88, 90; electric plugcontacts 98, 100 that are connected to the circuit board 94 are disposedin or on a housing part 102 which is embodied as a head part, forexample, but the electro-magnetically activated valve installations 68,70 having electric plug contacts 104, 106 that are complementary to theelectric plug contacts 98, 100 of the one housing part 102, as well aspressure channels 108, 110 that are connected to the operatingconnectors 44, 46 therein are disposed in a further, here for example alower, housing part 112. The two housing parts 102, 112 are releasablyconnected to one another, wherein, when the housing parts 102, 112 arebeing connected, the mutually assigned electric plug contacts 98, 104,or 100, 106, respectively, are electrically connected to one another,and the pressure sensors 88, 90 are pneumatically connected to thepressure-measuring side thereof, on the one hand, and to ports of thepressure channels 108, 110, on the other hand, in order to measure theactual operating pressure that is present at the operating pressureconnectors 44, 46 by the pressure sensors 88, 90.

The plug contacts 100 may be configured on the circuit board 94 and whenassembling the housing parts 102, 112 are automatically joined to theplug contacts 106 which are in each case configured on the head side onthe electro-magnetically activated valves 72, 74, or 76, 78 or 80, 82,respectively. On account thereof, these valves can be actuated by thecentral electronic brake control apparatus 66, or by the electric andelectronic components such as microprocessors or electric circuits onthe circuit board 94, respectively. On the other hand, the plug contacts98 and 104 in this instance also engage with one another in a conductingmanner, the plug contacts 98 and 104 from the rotating speed sensors 56or the wear sensors 60, respectively, directing wheel-related signalssuch as the wheel rotating speed and the pad wear by way of the signallines 58, 62 into the lower housing part 112, for example, the signalsthen being fed from there into the circuit board 94 by way of the plugcontacts 98, 104 so that the central electronic brake control apparatus66 is supplied with corresponding data in order to be able to carry outESC, ABS, TCS and RPS functions, which may be integrated, as well aspotentially even further functions.

Alternatively, the pressure sensors 88, 90 could also be accommodated inthe lower housing part 112 in which the electro-magnetic valveinstallations 68, 70 are also disposed, wherein the pneumaticconnections between the operating connectors 44, 46 and the pressuresensors 88, 90 in this instance are already configured in the respectivehousing part 112. In this instance however, electric contacts which areable to connect when assembling the housing points 102, 112 are to beadditionally provided on both housing parts 102, 112 so that thepressure sensors 88, 90 by way of the electric signal connection whichis then fired can feed the signals representing the actual operatingpressure into the central electronic brake control apparatus 66.

The central pressure control module 16 furthermore has first, second andthird voltage supply connectors which are not explicitly shown here,wherein the first voltage supply connector serves for supplying thecentral pressure control module with electric power, the second voltagesupply connector serves for supplying at least one further pressurecontrol module 122 with electric power from the central pressure controlmodule 16, and the third voltage supply connector serves for supplyingthe trailer control module 64 with electric power from the centralpressure control module 16.

The central pressure control module 16 has a third communications port96 for communicating with the trailer control module 64, wherein thetrailer control module 64 controls the brake pressure in the servicebrake cylinders of a trailer with the aid of integrated electronictrailer brake control electronics. The central electronic brake controlapparatus 66 of the central pressure control module 16, as a function ofthe electric brake request signals that are present at the firstelectric communications port 94, then feeds a fourth electric controlsignal for the trailer control module 64 into the third communicationsport 94, the fourth electric control signal corresponding to a nominalbrake pressure, whereupon the trailer control module 64 by way of anintegrated pressure sensor, an integrated electronic control apparatusand an integrated electro-pneumatic valve installation adjusts thenominal brake pressure in the service brake cylinders connected to thetrailer control module. To this extent, the trailer control module 64 isconstructed like a one-channel pressure control module. The thirdcommunications port 94 for transmitting data can in this instance beconnected in particular to the data bus 30 to which the trailer controlmodule 64 is also connected.

Should the trailer control module 64 not possess any integratedelectronic control apparatus and thus any dedicated “intelligence”, thecentral pressure control module 16 can alternatively have at least onecontrol connector for transmitting control signals for the integratedsolenoid valves of the trailer control module 64, and at least onesensor connector for receiving sensor signals of at least one integratedpressure sensor of the trailer control module 64, wherein in thisinstance trailer brake pressure control routines which, based on thecontrol signals and the sensor signals, adjust the brake pressure inservice brake cylinders of the trailer to the nominal brake pressure areimplemented in the central electronic brake control apparatus 66.

The central pressure control module 16 may be disposed on a chassis 114of a commercial vehicle, so as to be substantially centric between thefront axle 116 and the rear axle 118, as is derived in particular fromFIG. 3A.

In the case of an electro-pneumatic service brake installation 1, havinga two-channel central pressure control module 16 as described above,which may be two pressure control channels with pneumatically separatecircuits (front axle pressure control channel 9 and rear axle pressurecontrol channel 11) are therefore provided for the service brakecylinders 48, 50 of the front axle 116 and of the rear axle 118, whereinfor the service brake cylinders of each further axle 120, for example asecond rear axle or a lifting axle as shown in FIG. 3B, one furtherpressure control module 122, here for example a one-channel pressurecontrol module 122, can be provided, the integrated electronic controlapparatus of the latter in this instance communicating with the centralelectronic brake control apparatus 66 of the central pressure controlmodule 66 by way of a data bus and also being centrally controlled bythe central electronic brake control apparatus 66.

Instead of a front axle 116 and a rear axle 118, a pressure controlchannel 9 with a separate pneumatic circuit of at least one rear axle,and a pressure control channel 11 with a separate pneumatic circuit ofat least one further rear axle can be configured in the central pressurecontrol module 16. The central pressure control module 16 is also notlimited to two pressure control channels but may also have more than twopressure control channels.

In the normal operation, the central pressure control module 16 by wayof the data bus 30 is actuated by a brake request signal of the electricchannel 28 of the foot brake valve 2, whereupon the central electronicbrake control apparatus 66 thereof in a manner corresponding to thisdemand generates the first electric control signal and the secondelectric control signal for the pressure control channels of the frontaxle 116 and of the rear axle 118, the control signals in each caserepresenting a specific nominal brake pressure and being fed into theelectro-magnetic valve installations 68, 70. The latter, based on therespective reservoir pressure in the respective compressed-air reservoir4, 6, then electrically generate an actual brake pressure which is fedinto the service brake cylinders 48, 50. The pneumatic channels 18, 26of the foot brake value valve 2 continue to feed the backup or controlpressures for each pressure control channel (front axle pressure controlchannel 9 or rear axle pressure control channel 11, respectively)separately into the two backup connectors 36, 38 of the central pressurecontrol module 16, wherein the backup or fallback valves 80, 82 thereinare switched to the blocking position because the electric actuation haspriority.

In the event of a failure of the electronics, compressed air from thetwo compressed-air reservoirs 4, 6 is fed by way of the two backup brakecircuits, that is to say by way of the two pneumatic channels 18, 26 ofthe foot brake valve 2 and the two pneumatic control lines 32, 34, intothe service brake cylinders 48, 50 by way of the backup or fallbackvalves 80, 82 which in the central pressure control module 16 are nowswitched to the open position. These two backup brake circuits then formthe fallback for the electronic control and suffice for generating thelegally prescribed auxiliary braking effect.

As has already been indicated above, the central electronic brakecontrol apparatus 64 is furthermore configured such that the latter, asa function of output signals, for example here of an inertial sensor inthe form of a yaw rate sensor 125, feeds actuating signals into thefirst electro-magnetic valve installation 68 and/or into the secondelectro-magnetic valve installation 70 so as to carry out drivingdynamics control. The actuating signals by way of which the centralelectronic brake control apparatus 66 controls the firstelectro-magnetic valve installation 68 and/or the secondelectro-magnetic valve installation 70, then represent brake actuatingsignals for activating the wheel brakes on the front axle 116 and/or therear axle 118 if required, for example in order to establish a vehiclestability in the context of an ESC system while driving. In the contextof controlling driving stability, the ABS pressure control valves 52here may be also actuated by the central pressure control module 16 soas to perform wheel-individual controlling of the brake pressure in thewheel brakes on the front axle 116 and/or on the rear axle 118, becausethe wheel brakes on the front axle 116 or on the rear axle,respectively, would otherwise be able to be in each case impinged onlywith a uniform brake pressure in the respective brake control channel 9,11.

As is shown in particular in FIG. 4, the central pressure control module16 has output stages 17 for the ABS pressure control valves 52, theoutput stages 17 being disposed between the first operating connector 44of the first axle 116 and the service brake cylinders 48 of the firstaxle 116, and between the second operating connector 46 of the secondaxle 118 and the service brake cylinders 50 of the second axle 118,wherein routines are implemented by way of which control signals for theABS pressure control valves 52 are emitted, in the central electronicbrake control apparatus 66, wheel-individual service brake pressures onthe wheels of the first axle 116 and on the second axle 118, inparticular for carrying out ABS controlling and/or the driving dynamicscontrol, being generated, based on the service brake pressures, which inthe pressure control channels of the first axle 116 and the second axle118 are controlled only in an axle-wise manner, by the control signalswith the aid of the ABS pressure control valves 52.

The service brake pressure in a wheel brake cylinder of a braked wheelof the first axle 116 and/or of the second axle 118 can then beadapted/controlled or regulated by an ABS pressure control valve 52which for carrying out wheel-individual service braking of therespective wheel is controlled by the central electronic brake controlapparatus 66, even when the service brake pressure in wheel brakes ofwheels on different sides of an axle 116 or 118 is controlled by acommon pressure control channel 9 or 11. The central electronic brakecontrol apparatus 66 in the central pressure control module 16 in thisinstance includes corresponding routines which enable the brake pressureon wheels on different sides of an axle 116, 118, which in terms ofbrake pressure is actually uniformly controlled by the respectivepressure control channel 9 or 11, to be set/controlled/regulated in awheel-individual manner. Such a wheel-individual brake pressure on atleast one braked wheel of the first axle 116 and/or of the second axle118 is then set by the central electronic brake control apparatus 66 ofthe central pressure control module 16 in order to carry out controllingor regulating for which such a wheel-individual brake pressure isnecessary or expedient, respectively, such as, for example, ananti-wheel lock control system (ABS); a traction control system (TCS); adriving stability control system (ESC); rollover protection controlsystem (RPS), and/or for control for at least partially autonomousdriving of the vehicle.

For a driving stability or driving dynamics control system ESC whichhere is implemented by corresponding routines in the central electronicbrake control apparatus 66, for example, the yaw rate sensor 125 and, inan exemplary manner here, also an acceleration sensor 125 a are disposedon or at the circuit board 94 and connected in an electricallyconducting manner to at least some of the electric and electroniccomponents on the circuit board 94 in such a manner that the outputsignals of the yaw rate sensor 125 and of the acceleration sensor 125 aare able to be fed into the at least some electric and electroniccomponents on the circuit board 94 in order to carry out the drivingstability control ESC. In other words, electric contacts of the inertialsensor which here in an exemplary manner is embodied as a yaw ratesensor 125 and as an acceleration sensor 125 a are connected, forexample bonded, to conductor paths and/or electric contacts on thecircuit board 94.

As is already derived from FIG. 3B, at least one further pressurecontrol module 122 can be connected to the second communications port 96of the central pressure control module 16. The second communicationsport 94 for transmitting data in this instance can be connected inparticular to the data bus 30 to which the further pressure controlmodule 122 is also connected.

The further pressure control module 122 can in particular be formed by a1-channel pressure control module which adjusts the same brake pressureon wheels on different sides of at least one further axle 120, or by a2-channel pressure control module which adjusts a side-individual brakepressure on wheels on different sides of at least one further axle 120.

In the case of a 1-channel pressure control module being the furtherpressure control module 122, the central pressure control module 16, orthe central electronic brake control apparatus 66 thereof, respectively,based on the electric brake request signals of the electric channel 28of the foot brake valve 2, then controls a specific brake pressurenominal value for the further pressure control module 122 of the furtheraxle 120 of the vehicle, for example for all wheel brake cylinders ofthis further axle 120, so that the further pressure control module 122,by way of an integrated electro-pneumatic valve installation, feeds intothe connected service brake cylinders a service brake pressure which ismeasured by an integrated pressure sensor and by an integratedelectronic control apparatus is then adjusted to the brake pressurenominal value provided for the further axle 120. The central pressurecontrol module 16 therefore predefines for the further pressure controlmodule 122 the specific brake pressure nominal value for the servicebrake cylinders that are connected to the further pressure controlmodule, the brake pressure nominal value being adapted to a load of thefurther axle 120, for example.

In the case of a 1-channel pressure control module being the furtherpressure control module 122, the central electronic brake controlapparatus 66 of the central brake control module 16 can also predefinetwo brake pressure nominal values which are specific to the further axle120 and feed the brake pressure nominal values into the further pressurecontrol module 122, wherein, in an approach which is analogous to thatof the central pressure control module 16, one ABS pressure controlvalve is disposed on each side between the further pressure controlmodule 122 and the wheel brake cylinders connected thereto, the brakepressure that is controlled by way of one channel by the furtherpressure control module then by way of the ABS pressure control valvebeing able to be adapted for each side by the electronic controlapparatus which is integrated in the further pressure control module.

In the case of a 2-channel pressure control module being the furtherpressure control module 122, the central pressure control module 16, orthe central electronic brake control apparatus 66 thereof, respectively,based on the electric brake request signals of the electric channel 28of the foot brake valve 2, for the further pressure control module 122of the further axle 120 of the vehicle then controls in each case onespecific brake pressure nominal value for each pressure control channelof the further pressure control module 122 so as to control the servicebrake pressure on the further axle 120 in a side-wise manner, forexample.

In a manner analogous to that of the central pressure control module 16,one electro-magnetic valve installation, optionally including a relayvalve and a pressure sensor, is in this instance integrated in thefurther pressure control module 122 for each of the pressure controlchannels thereof (1-channel or 2-channel embodiment). Furthermoreintegrated is an electronic control apparatus which, with the aid of therespective electro-magnetic valve installation and of the respectivepressure sensor, performs controlling of the pressure of the servicebrake pressure in at these one pressure control channel.

Such a further pressure control module 122, or the integrated electroniccontrol apparatus thereof, respectively, in this instance is connectedto the second communications port 96 of the central pressure controlmodule 16 by way of the data bus 30, for example, so as to transmitbrake control signals from the central electronic brake controlapparatus 66 of the central pressure control module 16 to the furtherpressure control module. Feedback and sensor signals of the furtherpressure control module 122, for example sensor signals of a pressuresensor which is integrated in the further pressure control module 122and which measures the service brake pressure in at least one pressurecontrol channel of the further pressure control module 122, are likewisetransmitted to the central pressure control module 16 by way of the databus 30. Moreover, the supply of the additional pressure control module122 with electric power takes place by way of the second voltage supplyconnector of the second pressure control module 16, for example.

FIG. 5 to FIG. 9 show examples of embodiments of electropneumatic brakeinstallations which build upon the central pressure control module 16 invarious specification levels. Identical and identically-actingcomponents are denoted using the same reference numbers therein.

The circuit diagram of an embodiment of an electro-pneumatic servicebrake installation, for example for a 6×4 vehicle, which is based on thecentral pressure control module 16 is shown in FIG. 5. Apart from thesecond axle 118 as the first rear axle herein, a further axle 120 isprovided as a second rear axle, for example, wherein the brake pressurein the wheel brake cylinders on the second rear axle 120 is initiallycontrolled conjointly with the service brake pressure in the wheel brakecylinders of the first rear axle 118 because no further pressure controlmodule is present here. The conjoint controlling of the service brakepressure in the wheel brake cylinders of the two rear axles 118, 120takes place by the second (rear axle) pressure control channel 11 of thecentral 2-channel pressure control module 16 and then in a side-wisemanner by the ABS pressure control valves 52 which are common to the tworear axles 118, 120, so as to carry out the driving dynamics or drivingstability control, for example. Furthermore, the trailer control module64 is supplied with compressed air by a dedicated third reservoirpressure vessel 13 and is pneumatically controlled by the pneumaticfirst pneumatic backup circuit and by the first channel 18 of the footbrake valve 2. The electric control of the trailer control module 64takes place as in FIG. 1 by the central electronic brake controlapparatus 66, for example by way of the data bus 30.

The circuit diagram of a further embodiment of an electro-pneumaticservice brake installation, for example for a 6×2 vehicle, which isbased on the central pressure control module 16 is shown in FIG. 6.Apart from the second axle 118 as the first rear axle herein, a furtheraxle 120 is again provided as the second rear axle, for example, whereinthe brake pressure in the wheel brake cylinders on the second rear axle120 is controlled by a further, for example one-channel, pressurecontrol module 122 which by way of a specific brake pressure nominalvalue that is assigned to one of the further axles 120 is controlled bythe central electronic brake control apparatus 66 of the centralpressure control module, wherein the further one-channel brake controlmodule 122 in an exemplary manner here adjusts the predefined brakepressure nominal value in an axle-wise manner for all braked wheels ofthe further axle 120. However, by virtue of the ABS pressure controlvalves 52 which are provided on the second axle (first rear axle) 118,controlling/regulating the brake pressures in a side-individual manneris possible.

The circuit diagram of a further embodiment of an electro-pneumaticservice brake installation, for example for a 6×2 vehicle, which isbased on the central pressure control module 16 is shown in FIG. 7.Apart from the second axle 118 as the first rear axle, a further axle120 is again provided as a second rear axle, for example, wherein thebrake pressure in the wheel brake cylinders on the second rear axle 120is controlled by a further, for example two-channel, pressure controlmodule 122 which by way of two specific brake pressure nominal valuesthat are assigned to the further axle 120 is controlled by the centralelectronic brake control apparatus 66 of the central pressure controlmodule, wherein the additional two-channel pressure control module 122adjusts in a side-wise manner the respective predefined brake pressurenominal value, here for example for the wheel brake cylinders on theright side and for the wheel brake cylinders on the left side of thefurther axle 120, in each case in one pressure control channel (right,left). By virtue of the ABS pressure control valves 52 which areprovided on the second axle (first rear axle) 118,controlling/regulating the brake pressures in a side-individual manneris furthermore also possible on the second axle 118.

The circuit diagram of a further embodiment of an electro-pneumaticservice brake installation, for example for an 8×8 vehicle, which isbased on the central pressure control module 16 is shown in FIG. 8.Apart from the second axle 118 as the first rear axle herein, a firstfurther axle 120 is again provided as the second rear axle, for example,and a second further axle 120 a is provided as the third rear axle,wherein the brake pressure in the wheel brake cylinders on the secondrear axle 120 and also on this third rear axle 120 a is again controlledby a further, for example two-channel, pressure control module 122 whichby way of two specific brake pressure nominal values that are assignedto the second rear axle 120 and to the third rear axle 120 a iscontrolled by the central electronic brake control apparatus 66 of thecentral pressure control module, wherein the additional two-channelpressure control module 122 adjusts in a sidewise manner the respectivepredefined brake pressure nominal value, here in an exemplary manner forthe wheel brake cylinders on the right side and for the wheel brakecylinders on the left side of the second and the third rear axle 120,120 a, in each case in one pressure control channel (right, left). Byvirtue of the ABS pressure control valves 52 which are provided on thesecond axle (first rear axle) 118, side-individualcontrolling/regulating of the brake pressures is furthermore alsopossible on the second axle 118 (first rear axle).

The circuit diagram of a further embodiment of an electro-pneumaticservice brake installation, for example for a 10×10 vehicle, which isbased on the central pressure control module 16 is shown in FIG. 9. Asopposed to FIG. 9, a second further, for example 2-channel, pressurecontrol module 116 a is provided for a further front axle 116 a, whereinthe brake pressures in the right and left wheel brake cylinders of thefurther front axle 116 a are able to be controlled in a side-wise manneron account thereof.

At least one electro-magnetic valve (inlet valve 72, inlet valve 74,outlet valve 76, outlet valve 78) of the first electro-magnetic valveinstallation 68 and/or of the second electro-magnetic valve installation70 may be formed by a tilting armature valve 100′ which is illustratedin a schematic cross-sectional illustration in FIG. 10.

The tilting armature valve 100′ has a half shell 102′ which is closed ina fluid-tight manner by a cover element 104′ so as to form a valvechamber 106′. A tilting armature 108′ from a magnetically conductingmaterial is disposed in the valve chamber 106′. The tilting armature108′ is mounted so as to be rotatable between a closing position and anopening position. The tilting armature 108′ in 1 is situated in theclosing position. The cover element 104′ has a control aperture 110′ anda passage 112′. Compressed air can be directed through the valve chamber106′ by way of the control aperture 110′ and the passage 112′. The coverelement 104 in FIG. 10 is illustrated in the region of the controlaperture 110′, having a concavity which functions as a valve seat 114′.A sealing element 116′, which in the closing position shown in FIG. 10bears on the valve seat 114′ and thus closes the control aperture 110′in a fluid-tight manner, is fastened on the lower side of the tiltingarmature 108′ that faces the cover element 104′.

A coil installation 120′ for activating the tilting armature 108′ isdisposed on a base 118′ of the half shell 102′ that lies opposite thecover element 104′. The coil installation 120′ comprises a magneticallyconducting coil core 122′, a magnetic coil 124′ being wound about thelatter. The coil installation 120′ is placed on the base 118′ so as tolie outside the valve chamber 106′ such that the coil core 122′ in thelongitudinal direction extends so as to be substantially parallel to thebase 118′. The coil installation 120′ serves for switching the tiltingarmature 108′ between the opening position and the closing position.

According to the exemplary embodiment shown in FIG. 10, the coilinstallation 120′ comprises a first lateral wall 126′ and a secondlateral wall 128′ from a magnetically conducting material. The coil 124′is wound about a coil carrier 130′ which is situated between the twolateral walls 125′, 128′, wherein the coil core 122′ is routed throughthe coil carrier 130′. A connector contact 131′ for electricallycontacting the coil 124′ is integrated in the coil carrier 130′.Furthermore, a first end 132′ of the coil core 122′ protrudes through anopening in the first lateral wall 125′, and a second and 134′ of thecoil core 120′ protrudes through an opening in the second lateral wall128′. Depending on the embodiment, the two ends 132′, 134′ can beconnected to the respective lateral wall in a force-fitting,form-fitting or materially integral manner.

The base 118′ in a region that lies opposite a first armature end 136′of the tilting armature 108′ has a first slot through which an endportion 138′ of the first lateral wall 125′ that faces the base 118′ isrouted. The end portion 138′ that is situated in the valve chamber 106′thus lies opposite the first armature end 136′. In the closing position,the end portion 138′ is separated from the first armature end 136′ by anair gap. In the manner analogous thereto, an end portion 140′ of thesecond lateral wall 128′ that faces the base 118′ is routed through asecond slot in the base 118′, wherein the second slot is configured inthe region of the base 118′ that lies opposite a second armature end142′ of the tilting armature 108′. The end portion 140′ thus liesopposite the second armature end 142′. The lateral walls 125′, 128′ inthe region of the slots are connected to the base 118′ in a fluid tightmanner by a suitable joining method, for instance by laser welding or anadhesive bonding.

According to this exemplary embodiment, the sealing element 116′ in theregion of the first armature end 136′ is adhesively bonded to thetilting armature 108′. The second armature end 142′ is shaped having agroove which by a spring 144′ anchored to the cover element 104′ ispushed against the end portion 140′. The end portion 140′ is shaped sohaving a mating contour that corresponds to a contour of the groove,more specifically having a rounded feature on account of which mountingof the tilting armature 108′ so as to be rotatable about the end portion140′ is enabled. The spring 144′ can furthermore be configured forimpinging the rotatably mounted tilting armature 108′ which serves as avalve support with a torque that acts in a direction of the closingposition such that the sealing element 116′ in the closing position ispushed against the valve seat 114′. In order for the tilting armature108′ to be moved to the closing position, a current flowing through thecoil installation 120′ is interrupted, for example, such that nomagnetic force, or only a minor residual magnetic force, acts on thetilting armature 108′. The tilting armature 108′ herein is pushed intothe closing position by the spring 144′. In order for the tiltingarmature 108′ to be moved to the opening position, the coil installation120′ can be switched on. On account thereof, a magnetically attractingforce acts on the first armature end 136′, this magnetically attractiveforce being greater than a spring force exerted on the tilting armature108′ by the spring 144′.

A damper element 146′ which according to this exemplary embodiment isfastened to a portion of the base 118′ that lies opposite the tiltingarmature 108′ is disposed between the end portions 138′, 140′ that aresituated in the valve chamber 106′. The damper element 146′ can beadhesively bonded to the base 118′, for example. The damper element 146′serves as an elastically deformable detent for the tilting armature108′. Oscillations of the tilting armature 108′, such as can beinitiated by impacts or shocks, for example, or in a rapid movement ofthe tilting armature 108 to the opening position, can be prevented bythe damper element 146. According to an exemplary embodiment describedfurther below, the damper element 146′ can be implemented as a dampercushion, and the sealing element 116′ as a valve cushion from acost-effective sheet metal cup having a valve rubber vulcanized thereinas a sealing or damping material, respectively, wherein the dampercushion and the valve cushion can be of identical construction.

On account of the damper element 146′ and the sealing element 116′ beingadhesively bonded, loss angles emanating from individual tolerances canbe compensated for; that is to say that a component tolerance can beincreased by adhesively bonding the damper element 146′ and the sealingelement 116′.

The solenoid valve 100′ having a tilting armature 108′ (tilting armaturevalve) shown in FIG. 10 offers the advantage of a robust, simplefundamental construction as well as a low tendency toward excitingoscillations in components that are adjacent to the central pressurecontrol module 16, such as in particular the yaw rate sensor 125 whichin this instance has a lower tendency toward measuring errors in the yawrate. Moreover, the tilting armature valve 100′ offers bettertemperature resistance since the solenoid in the form of the coilinstallation 120′ can be disposed outside the valve chamber 106′. Forexample, the tilting armature valve 100′ can be installed in the modulehousing 92 by a clamping screw fitting 148′ (FIG. 2). The clamping screwfitting 148′ can be locked in relation to being released by a dryadhesive. A contact region between the cover element 104′ and thehousing in the region of the control aperture 110′ and the passage 112′can be sealed in a fluid-tight manner by O-rings 150′. As can be seenfrom FIG. 10, all pneumatic connectors of the tilting armature valve100′ are situated on a lower side of the tilting armature valve 100′that lies opposite the coil installation 120′. This enables aparticularly simple installation of the tilting armature valve 100′.

According to the embodiments of FIG. 11 to FIG. 21, the central pressurecontrol module 16 can include oscillation-decouplingarrangement/apparatus for at least partially decoupling the yaw ratesensor 125 or the acceleration sensor 125 a, respectively, fromoscillations or impact sound to which the circuit board 94, orcomponents of the central pressure control module 16 that are connectedto the circuit board 94, is/are exposed during operation.

The oscillation-decoupling arrangement may comprise a decoupling portion152 of a circuit board body 154 of the circuit board 94, the yaw ratesensor 125 being held or disposed on the decoupling portion 152. Thedecoupling portion 152 of the circuit board body 154 herein is separatedfrom the remainder of the circuit board body 158 of the circuit boardbody 154, with the exception of at least one circuit board bridgeportion 160 which connects the decoupling portion 152 to the remainderof the circuit board body 158, by at least one clearance 156 thatpartially or completely penetrates the circuit board body 154 of thecircuit board 94, as is shown in FIG. 11, for example.

In this instance, at least one electric connection between the yaw ratesensor 125 and the electric and electronic components on the remainderof the circuit board body 158 is drawn along the circuit board bridgeportion 160, the electric connection directing the output signals of theyaw rate sensor 125 to the electric and electronic components in orderfor the driving dynamics or driving stability control to be carried out.

As is shown in the embodiments as per FIG. 11 to FIG. 21, such aclearance 156 is composed of at least one slot in the circuit board body154, the slot at least partially surrounding the decoupling portion 152with the exception of the at least one circuit board bridge portion 160.Two straight or curved slots which run in parallel herein can inparticular be provided as a clearance 156 in the circuit board body 154(FIG. 11 to FIG. 17).

The coordinates X, Y and Z in FIGS. 11 to 21 symbolize degrees oftranslatory freedom and, as imaginary rotation axes also degrees of therotary freedom, of the decoupling portion 152 on which the yaw ratesensor 125 is disposed. The slots 156 in this instance permit mountingof the decoupling portion 152 conjointly with the yaw rate sensor 125 soas to be sprung relative to the remainder of the circuit board body 158in the Y direction, for example, that is to say perpendicular to theplane of the circuit board body 158 (FIG. 11, FIG. 12, FIG. 13, FIG. 14)and/or in the X or Z direction (FIG. 15, FIG. 16), that is to say in theplane of the circuit board body 158. Additionally, the slots 156 canalso enable a rotatable mounting of the decoupling portion 152 so as tobe sprung and oscillation-damped in relation to the remainder of thecircuit board body 158, as is indicated by the arrows in FIG. 17, FIG.18 and FIG. 19.

For even better damping of oscillations of the decoupling portion 152conjointly with the yaw rate sensor 125 in relation to the remainder ofthe circuit board body 158, at least one slot 156 can also be at leastpartially filled, or filled at least in portions, with a damping mass162 (FIG. 21).

Additionally or alternatively, the circuit board bridge portion 160 canat least in portions have a smaller thickness than the remainder of thecircuit board body 154 and/or the decoupling portion 152, for example inthat the circuit board bridge portion 160, when viewed perpendicularlyto the plane of the circuit board body 154, is provided with atransverse groove 164 (FIG. 12), or in that the circuit board bridgeportion 160, when viewed in the plane of the circuit board body 154, isprovided with at least one lateral notch that weakens the cross section(FIG. 13).

More than only one circuit board bridge portion 160, for example twocircuit board bridge portions 160, can also be provided (FIG. 18, FIG.19, FIG. 20) by way of which the decoupling portion 152 conjointly withthe yaw rate sensor 125 in this instance is resiliently held on theremainder of the circuit board body 158.

A desired rotary or translatory resilience of the decoupling portion 152conjointly with the yaw rate sensor 125 in relation to the remainder ofthe circuit board body 154 can be achieved in this instance by aselective or suitable disposal and configuration of the at least onecircuit board bridge portion 160 and the at least one clearance 156,this resulting in decoupling the oscillations of the yaw rate sensor 125from the remainder of the circuit board body 154 and thus also fromoscillation-exciting parts and components such as, for instance,solenoid valves of the central pressure module 16 that can excite thecircuit board 94 in terms of oscillations.

According to a further embodiment of the central pressure control module105″ of FIG. 22, an electric contacting device 115″ for resilientlyelectrically contacting the circuit board 120″ by way of a solenoidvalve 110″ of the first or the second electro-magnetic valveinstallation 68, 70 can be provided. This electric contacting device115″ comprises, for example, a spring element 130″ which extends fromthe circuit board 120″ up to the solenoid valve 110″ and by way of whichthe circuit board 120″, on the one hand, and the solenoid valve 110″, onthe other hand, are mutually mounted so as to be sprung in at least onedegree of freedom of movement and at the same time are connected to oneanother in an electrically conducting manner. This sprung mounting isresilient and therefore ensures that oscillations are decoupled betweenthe circuit board 120″, on the one hand, and the solenoid valve 110″, onthe other hand.

The transmission of oscillations from the solenoid valve 110″, whichcauses oscillations on account of its operation, to the circuit board120″ is thus minimized or prevented, respectively, by the spring element130″. For example, a yaw rate sensor 125 and/or an acceleration sensor125 a are/is disposed directly, as in FIG. 2, or indirectly on thecircuit board 120″, and in this instance exposed to oscillations whichare caused by the solenoid valve 110″ and attenuated because of thesprung connection between the circuit board 120″ and the solenoid valve110″ such that the sensor(s) 125, 125 a can deliver better measuredresults to the electric and electronic components on the circuit board120″, for example in order to carry out a driving dynamics or drivingstability control.

The degree of freedom of movement enabled by the spring element 130″ canin principle include a translatory and/order a rotary degree of freedomof movement.

The spring element 130″ in the example of FIG. 22 is in an exemplarymanner formed by a coil spring which is mounted so as to be clampedbetween the circuit board 120″, on the one hand, and the solenoid valve110″, on the other hand. Such a clamped mounting of the coil spring 130″can be implemented in that, for example, the circuit board 120″ issecured on a face of the housing part 102 (FIG. 2), configured as acover of the central pressure control module 105″, that points into theinterior of the pressure control module 105″, and the coil spring 130″which is centered on the circuit board 120″ is compressed between thecircuit board 120″ and the solenoid valve 110″ when the cover is placedon top, for example.

More specifically, FIG. 22 shows a schematic illustration of the vehicle100″ having the central pressure control module 105″ having a solenoidvalve 110″ and having a contacting device 115″ for resilientlyelectrically contacting the circuit board 120″ by way of the solenoidvalve 110″. The circuit board 120″, the yaw rate sensor 125, theacceleration sensor 125 a, the solenoid valve 110″ and the electriccontacting device 115″ are therefore parts of the central pressurecontrol module 105″.

The electric contacting device 115″ has the spring element 130″ and acircuit board fastening element 135″. The spring element 130″ in anexemplary manner here as a coil spring is helical and clamped betweenthe circuit board 120″ and a contact element 125″ of the solenoid valve110″.

A circuit board fastening element 135″ has a fastening surface 114″ anda centering surface 145″ which lies opposite the fastening surface 140″,wherein the fastening surface 140″ is fastened to the circuit board120″, and at least one portion of the centering surface 145″ in anoperative state of the contacting device 115″ is disposed so as toprotrude into an interior space portion of an interior space of thespring element 130″ in order to guide and/or centre the spring element130″.

According to this exemplary embodiment, the centering surface 145″ hasan elevation or convexity which in the operative state protrudes intothe interior space portion. According to this exemplary embodiment, theelevation or convexity of the circuit board fastening element 135″longitudinal extends across a longitudinal portion of a primary lengthof the interior space, wherein the longitudinal portion within atolerance range from 1 to 20% deviation is 1/7th of the length of theprimary length. The primary length according to this exemplaryembodiment corresponds to a spacing between the circuit board 120″ andthe contact element 125″. According to this exemplary embodiment, acentral axis or a longitudinal axis of the spring element 130″ extendsso as to be perpendicular to a primary surface of the circuit board 130″and a primary surface of the contact element 125″.

A first spring portion of the spring element 130″ has according to thisexemplary embodiment a first radius, and a second spring portion of thespring element 130″ has a second radius, wherein the first radius islarger than the second radius. The second spring portion according tothis exemplary embodiment is disposed so as to face the contact element125″, and the first spring portion so as to face the circuit board 120″.In the operative state of the contacting device 115″ shown here, thecircuit board fastening element 135″ is disposed as a detent for aspring end of the spring element 130″.

The contact element 125″ according to this exemplary embodiment isshaped as a magnet and/or a coil wire and/or a magnet housing of thesolenoid valve 110″. According to this exemplary embodiment, the circuitboard fastening element 135″ is fastened to the circuit board 120″ in amaterially integral manner, for example. The spring element 130″according to this exemplary embodiment is fastened to the contactelement 125″. According to this exemplary embodiment, the spring end isshaped as a free end of the first spring portion and is contacted by anencircling circumferential peripheral portion of the centering surface145″ of the circuit board fastening element 135″. A further spring endthat lies opposite the spring end is according to this exemplaryembodiment shaped as a free end of the second spring portion andfastened to the contact element 125″. According to this exemplaryembodiment, the further spring end is soldered to a coil wire of thecontact element 125″.

Exemplary embodiments of the contacting device 115″ proposed here willbe described once more in other words hereunder.

The contacting device 115″ is configured so as to enable electriccontacting of a solenoid valve 110″ by way of a circuit board 120″ onwhich an inertial sensor, in particular in the form of a yaw rate sensor125 and/or an acceleration sensor 125 a is disposed, for example.

The, for example helical, spring element 130 which can also be referredto as a coil spring, according to the exemplary embodiment shown in FIG.22, is pushed against the circuit board fastening element 135″ in theform of a conical hat. When assembling the contacting device 115″ in theoperative state shown here, the coil spring 130″ is advantageouslyautomatically centered thanks to the hat. A compensation of tolerancesalso takes place on account thereof. The spring element 130″ in theoperative state advantageously does not transmit any or hardly anyimpact sound and/or vibrations from the solenoid valve 110″ to thecircuit board 120″. The spring element 130″ is advantageously fixed orat least centered and cannot travel in a lateral manner. No wear, oronly minor wear, is thus created on or at the circuit board 120″ and/orat the spring element 130″. Even movements or micro movements of thecomponents in relation to one another lead to hardly any wear. Moreover,no through contacts through the circuit board 120″ in which intermediatelayers would be penetrated are required thanks to the circuit boardfastening element 135″. According to this exemplary embodiment aconductor path 150″ is disposed or impressed between the fasteningsurface 140″ and the circuit board 120″. According to this exemplaryembodiment, the circuit board fastening element 135″ comprises ametallic material and/or is soldered to the circuit board 150″.According to one exemplary embodiment, the circuit board fasteningelement 135″ is disposed so as to be soldered to the circuit board 120″by a soft-flow method such as reflow soldering.

The central pressure control module 105″ of FIG. 22 is otherwiseconstructed like the previously described pressure control module 16,for example according to FIG. 2 or FIG. 4.

The List of reference signs is as follows:

-   1 Service brake installation-   2 Foot brake valve-   4 First reservoir pressure vessel-   5 Ventilation-   6 Second reservoir pressure vessel-   7 Ventilation-   8 Air treatment module-   9 First pressure control channel-   10 Supply line-   11 Second pressure control channel-   12 Supply line-   13 Third reservoir pressure vessel-   14 Second reservoir connector-   16 Central pressure control module-   17 Output stages-   18 First channel-   20 Supply line-   22 Supply line-   24 First reservoir connector-   26 Second channel-   28 Electric channel-   30 Data bus-   32 Control line-   34 Control line-   36 Backup connector-   38 Backup connector-   40 Brake line-   42 Brake line-   44 First operating connector-   46 Second operating connector-   48 First service brake cylinders-   50 Second service brake cylinders-   52 ABS pressure control valve-   54 Electric control line-   56 Rotating speed sensors-   58 Electric signal lines-   60 Wear sensors-   62 Electric signal lines-   64 Trailer control module-   66 Central electronic brake control apparatus-   68 First electromagnetic valve installation-   70 Second electromagnetic valve installation-   72 Inlet valve-   74 Inlet valve-   76 Outlet valve-   78 Outlet valve-   80 Backup valve-   82 Backup valve-   84 Relay valve-   86 Relay valve-   88 Pressure sensor-   90 Pressure sensor-   92 Module housing-   94 Circuit board-   96 First, second and third communications ports-   98 Plug contacts-   100 Plug contacts-   100′ Tilting armature valve-   100″ Vehicle-   102 Housing part-   102′ Half shell-   104 Plug contacts-   105″ Central pressure control module-   106 Plug contacts-   106′ Valve chamber-   108 Pressure channel-   108′ Tilting armature-   100″ Vehicle-   110 Pressure channel-   110′ Control aperture-   110″ Solenoid valve-   112 Housing part-   112′ Passage-   114 Chassis-   114′ Valve seat-   115″ Contacting device-   116 First axle-   116′ Sealing element-   116 a Second front axle-   118 Second axle-   118′ Base-   120 Further axle-   120′ Coil installation-   120″ Circuit board-   120 a Third rear axle-   122 Further pressure control module-   122 a Further pressure control module-   122′ Coil core-   124 Control line-   124′ Coil-   125 Yaw rate sensor-   125 a Acceleration sensor-   125″ Contact element-   126′ First lateral wall-   128 Circuit separator-   128′ Second lateral wall-   130′ Coil carrier-   130″ Spring element-   131′ Connector contact-   132′ First end-   135″ Circuit board fastening element-   134′ Second end-   136′ First armature end-   138′ End portion-   140′ End portion-   140″ Fastening surface-   142′ Second armature end-   145″ Centering surface-   146′ Damper element-   148′ Clamping screw fitting-   150′ O-ring-   150″ Conductor path-   152 Decoupling portion-   154 Circuit board body-   156 Clearance/slot-   158 Remainder of circuit board body-   160 Circuit board bridge portion-   162 Damping mass-   164 Transverse groove-   166 Notch

1-36. (canceled)
 37. An electro-pneumatic pressure control module havingat least 1-channel, comprising: a functional unit, for anelectro-pneumatic service brake installation of a vehicle, having atleast one first pressure control channel which is electricallycontrollable in terms of a first service brake pressure; wherein: a) forthe first pressure control channel, the first service brake pressure forat least one service brake cylinder of the service brake installation isgenerated based on an operating air emanating from at least onecompressed-air reservoir as a function of an electric brake requestsignal of an electric channel of a foot brake valve; and wherein b) thefirst pressure control channel generates the first service brakepressure in the at least one service brake cylinder on at least onefirst axle; and wherein c) the pressure control module has at least thefollowing: at least one reservoir connector for connecting the at leastone compressed-air reservoir; at least one first operating connector ofthe first pressure control channel for connecting the at least one firstservice brake cylinder on the at least one first axle; at least onefirst electric communications port for feeding at least one signal whichrepresents a first service brake nominal pressure for the first pressurecontrol channel and which is formed based on an electric brake requestsignal of an electric channel of a foot brake valve of theelectro-pneumatic service brake installation; and at least one firstventilation of the first pressure control channel; as well as at leastone first voltage supply connector for supplying the pressure controlmodule with an electric voltage; and wherein d) in the pressure controlmodule d1) an electronic control apparatus is integrated, the electroniccontrol apparatus being configured such that the electronic controlapparatus, as a function of the signal which is present at the firstelectric communications port and represents the first service brakenominal pressure for the first pressure control channel, generates afirst electric control signal, corresponding to the first nominalservice brake pressure, for a first electro-magnetic valve installationof the first pressure control channel; and d2) the firstelectro-magnetic valve installation is integrated, the firstelectro-magnetic valve installation, as a function of the first electriccontrol signal from the reservoir pressure of the at least onecompressed-air reservoir, modulating a first actual service brakepressure at the first operating connector of the first pressure controlchannel; and d3) at least one first pressure sensor is integrated, thefirst pressure sensor for a comparison with the first nominal servicebrake pressure feeding into the electronic control apparatus a firstpressure measurement signal which represents the measured first actualservice brake pressure into the electronic control apparatus, whereinthe electronic control apparatus is furthermore configured such that theelectronic control apparatus for the first pressure control channelperforms a reconciliation between the first actual service brakepressure and the first nominal service brake pressure and, as a functionof this reconciliation, actuates the first electro-magnetic valveinstallation so that the first nominal service brake pressure is presentat the first operating connector; wherein e) the electronic controlapparatus has a circuit board which supports electric and electroniccomponents, wherein routines at least for the service brake pressurecontrol at least for the first pressure control channel are implementedin the electric and electronic components; wherein f) at least oneinertial sensor is disposed on or at the at least one circuit board andis connected in an electrically conducting manner to at least some ofthe electric and electronic components on the circuit board such thatthe output signals of the at least one inertial sensor are able to befed into the at least some electric and electronic components; whereing) the pressure control module includes oscillation-decoupling means forat least partially decoupling the at least one inertial sensor fromoscillations or impact sound to which the circuit board or components ofthe pressure control module is/are exposed during operation, and theoscillation-decoupling means includes a decoupling portion of a circuitboard body of the circuit board on which the at least one initial sensoris held or disposed, wherein the decoupling portion by means of at leastone clearance that partially or completely penetrates the circuit boardbody of the circuit board is separated from a remainder of the circuitboard body of the circuit board with the exception of at least onecircuit board bridge portion which connects, in particular in the mannerof a bridge, the decoupling portion to the remainder of the circuitboard body, wherein at least one electric connection between the atleast one inertial sensor and the electric and electronic components onthe remainder of the circuit board body is routed along the circuitboard bridge portion, the electric connection directing the outputsignals of the at least one inertial sensor to the electric andelectronic components.
 38. The pressure control module of claim 37,wherein the clearance includes at least one slot in the circuit boardbody, the slot at least partially surrounding the decoupling portionwith the exception of the at least one circuit board bridge portion. 39.The pressure control module of claim 37, wherein the at least oneclearance is at least partially filled with a damping mass.
 40. Thepressure control module of claim 37, wherein the circuit board bridgeportion at least in portions has a smaller thickness than the remainderof the circuit board body and/or the decoupling portion.
 41. Anelectro-pneumatic pressure control module having at least 1-channel,comprising: a functional unit, for an electro-pneumatic service brakeinstallation of a vehicle, having at least one first pressure controlchannel which is electrically controllable in terms of a first servicebrake pressure; wherein: a) for the first pressure control channel, thefirst controlled service brake pressure for at least one service brakecylinder of the service brake installation is generated based on anoperating air emanating from at least one compressed-air reservoir as afunction of an electric brake request signal of an electric channel of afoot brake valve; and wherein b) the first pressure control channelgenerates the first service brake pressure in the at least one servicebrake cylinder on at least one first axle; and wherein c) the pressurecontrol module has at least the following: at least one reservoirconnector for connecting the at least one compressed-air reservoir; atleast one first operating connector of the first pressure controlchannel for connecting the at least one first service brake cylinder onthe at least one first axle; at least one first electric communicationsport for feeding at least one signal which represents a first servicebrake nominal pressure for the first pressure control channel and whichis formed based on an electric brake request signal of an electricchannel of a foot brake valve of the electro-pneumatic service brakeinstallation; and at least one first ventilation of the first pressurecontrol channel; as well as at least one first voltage supply connectorfor supplying the pressure control module with an electric voltage; andwherein d) in the pressure control module d1) an electronic controlapparatus is integrated, the electronic control apparatus beingconfigured such that the electronic control apparatus, as a function ofthe signal which is present at the first electric communications portand represents the first service brake nominal pressure for the firstpressure control channel, generates a first electric control signal,corresponding to the first nominal service brake pressure, for a firstelectro-magnetic valve installation of the first pressure controlchannel; and d2) the first electro-magnetic valve installation isintegrated, the first electro-magnetic valve installation, as a functionof the first electric control signal from the reservoir pressure of theat least one compressed-air reservoir, modulating a first actual servicebrake pressure at the first operating connector of the first pressurecontrol channel; and d3) at least one first pressure sensor isintegrated, the first pressure sensor for a comparison with the firstnominal service brake pressure feeding into the electronic controlapparatus a first pressure measurement signal which represents themeasured first actual service brake pressure into the electronic controlapparatus, wherein the electronic control apparatus is furthermoreconfigured such that the electronic control apparatus for the firstpressure control channel performs a reconciliation between the firstactual service brake pressure and the first nominal service brakepressure and, as a function of this reconciliation, actuates the firstelectro-magnetic valve installation so that the first nominal servicebrake pressure is present at the first operating connector; wherein e)the electronic control apparatus has a circuit board which supportselectric and electronic components, wherein routines at least for theservice brake pressure control at least for the first pressure controlchannel are implemented in the electric and electronic components;wherein f) at least one inertial sensor is disposed on or at the atleast one circuit board and is connected in an electrically conductingmanner to at least some of the electric and electronic components on thecircuit board such that the output signals of the at least one inertialsensor are able to be fed into the at least some electric and electroniccomponents; wherein g) an electric contacting device for resilientlyelectrically contacting the circuit board, by way of at least onesolenoid valve of at least the first electro-magnetic valveinstallation, is provided, the electrical contacting device including atleast a spring element which extends from the circuit board up to the atleast one solenoid valve and by way of which the circuit board and theat least one solenoid valve are mounted so as to be mutually resilientin at least one degree of freedom of movement, and the circuit board andthe at least one solenoid valve are connected to one another in anelectrically conducting manner.
 42. The pressure control module of claim41, wherein the at least one degree of freedom of movement includes atranslatory and/or a rotary degree of freedom of movement.
 43. Thepressure control module of claim 41, wherein the at least one springelement includes a coil spring which is mounted to as to be clampedbetween the circuit board and the at least one solenoid valve.
 44. Thepressure control module of claim 41, wherein the at least one circuitboard is secured on a face of a cover of the pressure control modulethat points into the interior of the pressure control module and, whenplacing the cover onto a module housing of the pressure control module,the at least one spring element is pretensioned between the circuitboard and the at least one solenoid valve.
 45. The pressure controlmodule of claim 41, wherein the at least one spring element is centeredon the circuit board and/or on the at least one solenoid valve.
 46. Anelectro-pneumatic pressure control module having at least 1-channel,comprising: a functional unit, for an electro-pneumatic service brakeinstallation of a vehicle, having at least one first pressure controlchannel which is able to be electrically controlled in terms of a firstservice brake pressure: wherein: a) for the first pressure controlchannel, the first service brake pressure for at least one service brakecylinder of the service brake installation is generated based on anoperating air emanating from at least one compressed-air reservoir as afunction of an electric brake request signal of an electric channel of afoot brake valve; and wherein b) the first pressure control channelgenerates the first controlled service brake pressure in the at leastone service brake cylinder on at least one first axle; and wherein c)the pressure control module has at least the following: at least onereservoir connector for connecting the at least one compressed-airreservoir; at least one first operating connector of the first pressurecontrol channel for connecting the at least one first service brakecylinder on the at least one first axle; at least one first electriccommunications port for feeding at least one signal which represents afirst service brake nominal pressure for the first pressure controlchannel and which is formed based on an electric brake request signal ofan electric channel of a foot brake valve of the electro-pneumaticservice brake installation; and at least one first ventilation of thefirst pressure control channel; as well as at least one first voltagesupply connector for supplying the pressure control module with anelectric voltage; and wherein d) in the pressure control module d1) anelectronic control apparatus is integrated, the electronic controlapparatus being configured such that the electronic control apparatus,as a function of the signal which is present at the first electriccommunications port and represents the first service brake nominalpressure for the first pressure control channel, generates a firstelectric control signal, corresponding to the first nominal servicebrake pressure, for a first electro-magnetic valve installation of thefirst pressure control channel; and d2) the first electro-magnetic valveinstallation is integrated, the first electro-magnetic valveinstallation, as a function of the first electric control signal fromthe reservoir pressure of the at least one compressed-air reservoir,modulating a first actual service brake pressure at the first operatingconnector of the first pressure control channel; and d3) at least onefirst pressure sensor is integrated, the first pressure sensor for acomparison with the first nominal service brake pressure feeding intothe electronic control apparatus a first pressure measurement signalwhich represents the measured first actual service brake pressure intothe electronic control apparatus, wherein the electronic controlapparatus is furthermore configured such that the electronic controlapparatus for the first pressure control channel performs areconciliation between the first actual service brake pressure and thefirst nominal service brake pressure and, as a function of thisreconciliation, actuates the first electro-magnetic valve installationso that the first nominal service brake pressure is present at the firstoperating connector; wherein e) the electronic control apparatus has acircuit board which supports electric and electronic components, whereinroutines at least for the service brake pressure control at least forthe first pressure control channel are implemented in the electric andelectronic components; wherein f) at least one inertial sensor isdisposed on or at the at least one circuit board and is connected in anelectrically conducting manner to at least some of the electric andelectronic components on the circuit board such that the output signalsof the at least one inertial sensor are able to be fed into the at leastsome electric and electronic components; wherein g) at least onesolenoid valve of the first electro-magnetic valve installation isformed by a tilting armature valve having a pivotably configured tiltingarmature.
 47. The pressure control module of claim 46, wherein thetilting armature valve includes at least the following: a) a half shell;b) a cover element which covers the half shell in a fluid-tight mannerso as to form a valve chamber, wherein the cover element has at leastone control aperture and a passage for directing a fluid through thevalve chamber; c) a magnetically conducting tilting armature having atleast one sealing element, wherein the tilting armature in the valvechamber is mounted so as to be movable between an opening position and aclosing position, wherein the sealing element in the closing positioncloses the control aperture in a fluid-tight manner and in the openingposition releases the latter; and d) a coil installation which isdisposed on a base of the half shell that is outside the valve chamberand opposite the cover element and is configured so as to move thetilting armature between the opening position and the closing position;wherein e) the coil installation has a magnetically conducting coil coreand at least one coil that is wound about the coil core; wherein thecoil core in the longitudinal direction is disposed so as to besubstantially parallel to the base.
 48. The pressure control module ofclaim 47, wherein at least one damper element which is disposed on aside of the tilting armature that faces the base or on a side of thebase that faces the tiling armature so as to attenuate a mechanicaloscillation, in particular a vibration and/or a shock and/or an impact,of the tilting armature when the tilting armature moves to the openingposition thereof, in particular wherein the damper element is fastenedto the tilting armature or to the base while using an adhesive material.49. The pressure control module of claim 46, wherein the pressurecontrol module is formed by an at least 2-channel electro-pneumaticcentral pressure control module, embodied in a functional unit, for theelectro-pneumatic service brake installation of the vehicle, having atleast two pressure control channels which are able to be electricallycontrolled in terms of a brake pressure and of which one electricallycontrollable pressure control channel is the first pressure controlchannel, and of which a further electrically controllable pressurecontrol channel is a second electrically controllable pressure controlchannel, wherein a) for the electrically controllable pressure controlchannels, a controlled service brake pressure for the at least oneservice brake cylinder of the service brake installation is in each casegenerated based on the operating air emanating from the at least onecompressed-air reservoir as a function of the electric brake requestsignal of the electric channel of the foot brake valve; and wherein b)the second pressure control channel generates a second controlledservice brake pressure in service brake cylinders on at least one secondaxle; and wherein c) the pressure control module has at least thefollowing: at least the first electric communications port for feedingat least one signal which represents a second service brake nominalpressure for the second pressure control channel and which is formedbased on the electric brake request signal of the electric channel ofthe foot brake valve of the electro-pneumatic service brakeinstallation; at least a second operating connector of the secondpressure control channel for connecting at least one service brakecylinder of the at least one second axle; a second ventilation for thesecond pressure control channel; and wherein d) in the pressure controlmodule d1) the electronic control apparatus is integrated, theelectronic control apparatus as a central electronic brake controlapparatus of the service brake installation being configured so that theelectronic control apparatus, as a function of the signal which ispresent at the first electric communications port, for the secondpressure control channel generates a second electric control signal,corresponding to a second nominal service brake pressure, for a secondelectro-magnetic valve installation of the second pressure controlchannel that is independent of the first electromagnetic valveinstallation; and d2) the second electro-magnetic valve installation isintegrated, the second electro-magnetic valve installation, as afunction of the second electric control signal from the reservoirpressure of the at least one compressed-air reservoir, modulating asecond actual service brake pressure for the second operating connectorof the second pressure control channel; and d3) at least one secondpressure sensor is integrated, wherein the second pressure sensor for acomparison with the second nominal service brake pressure feeds a secondpressure measurement signal which represents the measured second actualservice brake pressure into the electronic control apparatus, whereinthe electronic control apparatus in this instance is furthermoreconfigured such that the electronic control apparatus for the secondpressure control channel performs a reconciliation between the secondactual service brake pressure and the second nominal service brakepressure and, as a function of this reconciliation, actuates the secondelectro-magnetic valve installation so that the second nominal servicebrake pressure is present at the second operating connector; wherein e)the electronic control apparatus is furthermore configured such that theelectronic control apparatus, as a function of output signals of the atleast one inertial sensor feeds actuating signals into the firstelectro-magnetic valve installation and/or into the secondelectro-magnetic valve installation so as to carry out brakingcorresponding to a driving dynamics or driving stability control systemby at least one service brake cylinder; and wherein e) the electroniccontrol apparatus has the circuit board which supports electric andelectronic components, wherein routines at least for controlling thebrake pressure within the first and the second pressure control channeland for the driving dynamics or driving stability control system areimplemented in the electric and electronic components; wherein f) theoutput signals of the at least one inertial sensor are able to be fedinto the at least some electric and electronic components in order tocarry out the driving dynamics or driving stability control.
 50. Thepressure control module of claim 49, wherein the electric contactingdevice is for resiliently and electrically contacting of the circuitboard by at least one magnetic valve of the second electro-magneticvalve installation.
 51. The pressure control module of claim 49, whereinat least one magnetic valve of the second electro-magnetic valveinstallation is formed by a tilting armature valve having a pivotablyconfigured tilting armature.
 52. The pressure control module of claim49, wherein, for configuring pressure control channels having separatepneumatic circuits, a dedicated first reservoir pressure connector isprovided for the first pressure control channel and a dedicated secondreservoir pressure connector which is separate in terms of the firstreservoir pressure connector is provided for the second pressure controlchannel, wherein at least one first compressed-air reservoir is able tobe connected to the first reservoir pressure connector, and at least onesecond compressed-air reservoir which is separate in terms of the firstcompressed-air reservoir is able to be connected to the second reservoirpressure connector, wherein the pneumatic flow paths of the firstpressure control channel, proceeding from the first reservoir pressureconnector up to the first operating connector are configured so as to bepneumatically separate from the pneumatic flow paths of the secondpressure control channel, proceeding from the second reservoir pressureconnector up to the second operating connector.
 53. The pressure controlmodule of claim 52, wherein a first backup connector of a firstpneumatic backup circuit, and a second backup connector of a secondpneumatic backup circuit, are provided, wherein a first backup pressurewhich is emitted by the first compressed-air reservoir and supplied by afirst pneumatic channel of the foot brake valve is able to be fed intothe first backup connector, and a second backup pressure which isemitted by the second compressed-air reservoir and is supplied by asecond pneumatic channel of the foot brake valve, is able to be fed intothe second backup connector, wherein the brake pressures at theoperating connectors are formed with the first backup circuit and thesecond backup circuit in the event of a failure or a malfunction of theelectric pressure control channels that are able to be controlled asseparate circuits.
 54. The pressure control module of claim 53, whereina first pneumatic backup flow path of the first backup circuit,proceeding from the first backup connector up to the first operatingconnector, is configured so as to be pneumatically separate in terms ofa second pneumatic backup flow path of the second backup circuit,proceeding from the second backup connector up to the second operatingconnector.
 55. The pressure control module of claim 54, wherein a firstelectro-pneumatic backup valve of the first electro-magnetic valveinstallation is disposed in the first pneumatic backup flow path, and asecond electro-pneumatic backup valve of the second electro-magneticvalve installation is disposed in the second pneumatic backup flow path,wherein the electro-pneumatic backup valves are configured and actuatedby the central electronic brake control apparatus such that the backupvalves block the first and the second backup flow path in the case ofintact electric pressure control channels, and activate the first andthe second backup flow path in the event of an error or of a malfunctionof the electric pressure control channels.
 56. The pressure controlmodule of claim 49, wherein the driving dynamics or driving stabilitycontrol system includes at least one of the following controls: adriving stability control system (ESP); an anti-wheel lock controlsystem (ABS); a traction control system (TCS); a rollover stabilitysystem (RPS); a control system for at least partially autonomousdriving.
 57. The pressure control module of claim 49, wherein thepressure control module has at least one second electric voltage supplyconnector for supplying an electric voltage to at least one furtherpressure control module and at least one second communications port forcommunicating with the at least one further pressure control module,wherein a) the at least one further pressure control module controls ina self-acting manner the brake pressure in connected service brakecylinders of at least one further axle, and wherein b) the centralelectronic brake control apparatus of the service brake installation, asa function of the electric brake request signals which are present atthe first communications port feeds into the second communications portat least one third electric control signal, corresponding to a nominalbrake pressure for the at least one further axle for the at least onefurther pressure control module so that the further pressure controlmodule adjusts the brake pressure in at least one service brake cylinderconnected thereto.
 58. The pressure control module of claim 49, whereinthe pressure control module has at least one third electric voltagesupply connector for supplying a voltage to at least one trailer controlmodule, and at least one third communications port for communicatingwith the trailer control module, wherein a) the trailer control modulewith the integrated electronic trailer brake control electronicscontrols the brake pressure in service brake cylinders of a trailer, andwherein b) the central electronic brake control apparatus of the servicebrake installation, as a function of the electric brake request signalswhich are present at the first electric communications port, feeds intothe third communications port a fourth electric control signal,corresponding to a nominal brake pressure, for the trailer controlmodule so as to control the brake pressure in service brake cylinders ofthe trailer that are connected to the trailer control module.
 59. Thepressure control module of claim 49, wherein the pressure control modulehas at least one control connector for solenoid valves of a trailercontrol module, and at least one sensor connector for at least onepressure sensor of the trailer control module, wherein the centralelectronic brake control apparatus feeds a fourth electric controlsignal into the control connector for the solenoid valves of the trailercontrol module so as to control the brake pressure in service brakecylinders of a trailer.
 60. The pressure control module of claim 49,wherein the pressure control module has output stages for ABS pressurecontrol valves that are provided for being disposed between the firstoperating connector of the first axle and the service brake cylinders ofthe first axle, and between the second operating connector of the secondaxle and the service brake cylinders of the second axle, whereinroutines are implemented in the electronic control apparatus, by way ofwhich routines control signals for the ABS pressure control valves areemitted and by way of which, based on the service brake pressures whichare controlled in an axle-wise manner in the pressure control channelsof the first axle and of the second axle, service brake pressures whichare individual for each wheel on the first axle and on the second axleare in each case generated with the ABS pressure control valves, inparticular for carrying out the driving dynamics control.
 61. Thepressure control module of claim 49, wherein the first electro-magneticvalve installation and the second electro-magnetic valve installationhave in each case one relay valve installation which is pneumaticallycontrolled by an electro-magnetic inlet/outlet valve combination,wherein the relay valve installations on the output side are controlledby way of the first and second operating connectors, and theelectro-magnetic inlet/outlet valve combinations are controlled by theelectronic control apparatus.
 62. The pressure control module of claim46, wherein the inertial sensor includes at least one of the followingsensors: an acceleration sensor which measures the acceleration in oneaxis, in two, or in three axes, and/or a yaw rate sensor.
 63. Thepressure control module of claim 46, wherein the pressure control modulehas at least one vehicle data bus port for connecting to a vehicle databus.
 64. The pressure control module of claim 46, wherein the pressurecontrol module has inputs for wheel rotating speed sensors of the wheelsof the vehicle, and/or for brake wear sensors.
 65. An electro-pneumaticservice brake installation of a vehicle, comprising: at least anelectrically controllable pressure control channel; and at least onepressure control module electro-pneumatic pressure control module havingat least 1-channel, including: a functional unit, for anelectro-pneumatic service brake installation of a vehicle, having atleast one first pressure control channel which is electricallycontrollable in terms of a first service brake pressure; wherein: c) forthe first pressure control channel, the first service brake pressure forat least one service brake cylinder of the service brake installation isgenerated based on an operating air emanating from at least onecompressed-air reservoir as a function of an electric brake requestsignal of an electric channel of a foot brake valve; and wherein d) thefirst pressure control channel generates the first service brakepressure in the at least one service brake cylinder on at least onefirst axle; and wherein e) the pressure control module has at least thefollowing: at least one reservoir connector for connecting the at leastone compressed-air reservoir; at least one first operating connector ofthe first pressure control channel for connecting the at least one firstservice brake cylinder on the at least one first axle; at least onefirst electric communications port for feeding at least one signal whichrepresents a first service brake nominal pressure for the first pressurecontrol channel and which is formed based on an electric brake requestsignal of an electric channel of a foot brake valve of theelectro-pneumatic service brake installation; and at least one firstventilation of the first pressure control channel; as well as at leastone first voltage supply connector for supplying the pressure controlmodule with an electric voltage; and wherein f) in the pressure controlmodule d1) an electronic control apparatus is integrated, the electroniccontrol apparatus being configured such that the electronic controlapparatus, as a function of the signal which is present at the firstelectric communications port and represents the first service brakenominal pressure for the first pressure control channel, generates afirst electric control signal, corresponding to the first nominalservice brake pressure, for a first electro-magnetic valve installationof the first pressure control channel; and d2) the firstelectro-magnetic valve installation is integrated, the firstelectro-magnetic valve installation, as a function of the first electriccontrol signal from the reservoir pressure of the at least onecompressed-air reservoir, modulating a first actual service brakepressure at the first operating connector of the first pressure controlchannel; and d3) at least one first pressure sensor is integrated, thefirst pressure sensor for a comparison with the first nominal servicebrake pressure feeding into the electronic control apparatus a firstpressure measurement signal which represents the measured first actualservice brake pressure into the electronic control apparatus, whereinthe electronic control apparatus is furthermore configured such that theelectronic control apparatus for the first pressure control channelperforms a reconciliation between the first actual service brakepressure and the first nominal service brake pressure and, as a functionof this reconciliation, actuates the first electro-magnetic valveinstallation so that the first nominal service brake pressure is presentat the first operating connector; wherein g) the electronic controlapparatus has a circuit board which supports electric and electroniccomponents, wherein routines at least for the service brake pressurecontrol at least for the first pressure control channel are implementedin the electric and electronic components; wherein h) at least oneinertial sensor is disposed on or at the at least one circuit board andis connected in an electrically conducting manner to at least some ofthe electric and electronic components on the circuit board such thatthe output signals of the at least one inertial sensor are able to befed into the at least some electric and electronic components; whereini) the pressure control module includes oscillation-decoupling means forat least partially decoupling the at least one inertial sensor fromoscillations or impact sound to which the circuit board or components ofthe pressure control module is/are exposed during operation, and theoscillation-decoupling means includes a decoupling portion of a circuitboard body of the circuit board on which the at least one initial sensoris held or disposed, wherein the decoupling portion by means of at leastone clearance that partially or completely penetrates the circuit boardbody of the circuit board is separated from a remainder of the circuitboard body of the circuit board with the exception of at least onecircuit board bridge portion which connects, in particular in the mannerof a bridge, the decoupling portion to the remainder of the circuitboard body, wherein at least one electric connection between the atleast one inertial sensor and the electric and electronic components onthe remainder of the circuit board body is routed along the circuitboard bridge portion, the electric connection directing the outputsignals of the at least one inertial sensor to the electric andelectronic components.
 66. The service brake installation of claim 65,wherein the electric channel of the foot brake valve or another pressurecontrol module is connected to the at least one first communicationsport of the pressure control module.
 67. The service brake installationof claim 65, wherein a control apparatus of a system for at leastpartially autonomous driving is connected to the at least one firstcommunications port of the pressure control module, the controlapparatus by way of the at least one first communications port feedingbrake request signals into the pressure control module.
 68. The servicebrake installation of claim 65, wherein at least one further pressurecontrol module is connected to a second communications port of thepressure control module, wherein the at least one further pressurecontrol module is one of the following pressure control modules: a1-channel pressure control module which adjusts the same brake pressureon wheels on different sides of at least one axle; a 2-channel pressurecontrol module which on wheels on different sides of at least one axleadjusts an individual brake pressure on each side.
 69. The service brakeinstallation of claim 68, wherein the at least one further pressurecontrol module controls in a self-acting manner the brake pressure inconnected service brake cylinders of at least one further axle, whereinthe electronic control apparatus, as a function of the signal present atthe first communications port, feeds into the second communications portat least one third electric control signal, corresponding to the nominalbrake pressure for the at least one further axle, for the at least onefurther pressure control module so that the further pressure controlmodule adjusts the brake pressure in the connected service brakecylinders.
 70. The service brake installation of claim 65, wherein atrailer control module which with the electronic integrated trailercontrol electronics controls the brake pressure in service brakecylinders of a trailer is connected to a third communications port ofthe pressure control module.
 71. The service brake installation of claim65, wherein at least one first compressed-air reservoir is connected tothe first reservoir pressure connector of the pressure control module,and at least one second compressed-air reservoir, which is separate interms of the first compressed-air reservoir, is connected to the secondreservoir pressure connector of the pressure control module.
 72. Avehicle, comprising: an electro-pneumatic service brake installation,including: at least an electrically controllable pressure controlchannel; and at least one pressure control module electro-pneumaticpressure control module having at least 1-channel, including: afunctional unit, for an electro-pneumatic service brake installation ofa vehicle, having at least one first pressure control channel which iselectrically controllable in terms of a first service brake pressure;wherein: j) for the first pressure control channel, the first servicebrake pressure for at least one service brake cylinder of the servicebrake installation is generated based on an operating air emanating fromat least one compressed-air reservoir as a function of an electric brakerequest signal of an electric channel of a foot brake valve; and whereink) the first pressure control channel generates the first service brakepressure in the at least one service brake cylinder on at least onefirst axle; and wherein l) the pressure control module has at least thefollowing: at least one reservoir connector for connecting the at leastone compressed-air reservoir; at least one first operating connector ofthe first pressure control channel for connecting the at least one firstservice brake cylinder on the at least one first axle; at least onefirst electric communications port for feeding at least one signal whichrepresents a first service brake nominal pressure for the first pressurecontrol channel and which is formed based on an electric brake requestsignal of an electric channel of a foot brake valve of theelectro-pneumatic service brake installation; and at least one firstventilation of the first pressure control channel; as well as at leastone first voltage supply connector for supplying the pressure controlmodule with an electric voltage; and wherein m) in the pressure controlmodule d1) an electronic control apparatus is integrated, the electroniccontrol apparatus being configured such that the electronic controlapparatus, as a function of the signal which is present at the firstelectric communications port and represents the first service brakenominal pressure for the first pressure control channel, generates afirst electric control signal, corresponding to the first nominalservice brake pressure, for a first electro-magnetic valve installationof the first pressure control channel; and d2) the firstelectro-magnetic valve installation is integrated, the firstelectro-magnetic valve installation, as a function of the first electriccontrol signal from the reservoir pressure of the at least onecompressed-air reservoir, modulating a first actual service brakepressure at the first operating connector of the first pressure controlchannel; and d3) at least one first pressure sensor is integrated, thefirst pressure sensor for a comparison with the first nominal servicebrake pressure feeding into the electronic control apparatus a firstpressure measurement signal which represents the measured first actualservice brake pressure into the electronic control apparatus, whereinthe electronic control apparatus is furthermore configured such that theelectronic control apparatus for the first pressure control channelperforms a reconciliation between the first actual service brakepressure and the first nominal service brake pressure and, as a functionof this reconciliation, actuates the first electro-magnetic valveinstallation so that the first nominal service brake pressure is presentat the first operating connector; wherein n) the electronic controlapparatus has a circuit board which supports electric and electroniccomponents, wherein routines at least for the service brake pressurecontrol at least for the first pressure control channel are implementedin the electric and electronic components; wherein o) at least oneinertial sensor is disposed on or at the at least one circuit board andis connected in an electrically conducting manner to at least some ofthe electric and electronic components on the circuit board such thatthe output signals of the at least one inertial sensor are able to befed into the at least some electric and electronic components; whereinp) the pressure control module includes oscillation-decoupling means forat least partially decoupling the at least one inertial sensor fromoscillations or impact sound to which the circuit board or components ofthe pressure control module is/are exposed during operation, and theoscillation-decoupling means includes a decoupling portion of a circuitboard body of the circuit board on which the at least one initial sensoris held or disposed, wherein the decoupling portion by means of at leastone clearance that partially or completely penetrates the circuit boardbody of the circuit board is separated from a remainder of the circuitboard body of the circuit board with the exception of at least onecircuit board bridge portion which connects, in particular in the mannerof a bridge, the decoupling portion to the remainder of the circuitboard body, wherein at least one electric connection between the atleast one inertial sensor and the electric and electronic components onthe remainder of the circuit board body is routed along the circuitboard bridge portion, the electric connection directing the outputsignals of the at least one inertial sensor to the electric andelectronic components.